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The Lockheed Martin HC-130J Hercules The Combat King II is the U.S. Air Force's only dedicated fixed-wing personnel recovery platform and is flown by the Air Education and Training Command (AETC) and Air Combat Command (ACC). This C-130J variation specializes in tactical profiles and avoiding detection and recovery operations in austere environments. The HC-130J replaces HC-130P/Ns as the only dedicated fixed-wing Personnel Recovery platform in the Air Force inventory. It is an extended-range version of the C-130J Hercules transport. Its mission is to rapidly deploy to execute combatant commander directed recovery operations to austere airfields and denied territory for expeditionary, all weather personnel recovery operations to include airdrop, airland, helicopter air-to-air refueling, and forward area ground refueling missions. When tasked, the aircraft also conducts humanitarian assistance operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation, and noncombatant evacuation operations.
Features
Modifications to the HC-130J have improved navigation, threat detection and countermeasures systems. The aircraft fleet has a fully-integrated inertial navigation and global positioning systems, and night vision goggle, or NVG, compatible interior and exterior lighting. It also has forward-looking infrared, radar and missile warning receivers, chaff and flare dispensers, satellite and data-burst communications, and the ability to receive fuel inflight via a Universal Aerial Refueling Receptacle Slipway Installation (UARRSI).
The HC-130J can fly in the day; however, crews normally fly night at low to medium altitude levels in contested or sensitive environments, both over land or overwater. Crews use NVGs for tactical flight profiles to avoid detection to accomplish covert infiltration/exfiltration and transload operations. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Drop zone objectives are done via personnel drops and equipment drops. Rescue bundles include illumination flares, marker smokes and rescue kits. Helicopter air-to-air refueling can be conducted at night, with blacked out communication with up to two simultaneous helicopters. Additionally, forward area refueling point operations can be executed to support a variety of joint and coalition partners.
Background
The HC-130J is a result of the HC/MC-130 recapitalization program and replaces Air Combat Command's aging HC-130P/N fleet as the dedicated fixed-wing personnel recovery platform in the Air Force inventory. The 71st and 79th Rescue Squadrons in Air Combat Command, the 550th Special Operations Squadron in Air Education and Training Command, the 920th Rescue Group in Air Force Reserve Command and the 106th Rescue Wing, 129th RQW and 176th Wing in the Air National Guard will operate the aircraft.
First flight was 29 July 2010, and the aircraft will serve the many roles and missions of the HC-130P/Ns. It is a modified KC-130J aircraft designed to conduct personnel recovery missions, provide a command and control platform, in-flight-refuel helicopters and carry supplemental fuel for extending range or air refueling.
In April 2006, the personnel recovery mission was transferred back to Air Combat Command at Langley AFB, Va. From 2003 to 2006, the mission was under the Air Force Special Operations Command at Hurlburt Field, Fla. Previously, HC-130s were assigned to ACC from 1992 to 2003. They were first assigned to the Air Rescue Service as part of Military Airlift Command.
General Characteristics
Primary function: Fixed-wing Personnel Recovery platform
Contractor: Lockheed Aircraft Corp.
Power Plant: Four Rolls Royce AE2100D3 turboprop engines
Thrust: 4,591 Propeller Shaft Horsepower, each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.57 meters)
Height: 38 feet, 9 inches (11.58 meters)
Operating Weight: 89,000 pounds (40,369 kilograms)
Maximum Takeoff Weight: 164,000 pounds (74,389 kilograms)
Fuel Capacity: 61,360 pounds (9,024 gallons)
Payload: 35,000 pounds (15,875 kilograms)
Speed: 316 knots indicated air speed at sea level
Range: beyond 4,000 miles (3,478 nautical miles)
Ceiling: 33,000 feet (10,000 meters)
Armament: countermeasures/flares, chaff
Basic Crew: Three officers (pilot, co-pilot, combat system officer) and two enlisted loadmasters
Unit Cost: $66 million (fiscal 2010 replacement cost)
Initial operating capability: 2013
Cairo's Islamic Museum is one of the finest dedicated to the art of Islam and its rich collection contains much to enjoy in all mediums.
Especially fine are the ceramics, with tilework and glazed pottery adorned with exquisitely intricate designs, whilst a good proportion incorporates elements of figurative imagery, normally forbidden under Islam and reflecting a more relaxed attitude to applied art and the pleasure it gives.
The museum is a delight and the beautifully displayed collection will richly reward a visit.
For more detail see the article below:-
FFSB Member Laura Skandera Trombley (right) congratulates UCLA’s Fulbright Scholar Enrichment Coordinator, Ann Kerr-Adams (left), for the recognition of her decades of dedicated support to the Fulbright Program. (Photo by Pitzer College)
CROATIAN CENTER of RENEWABLE ENERGY SOURCES (CCRES)• was founded in 1988 as the non-profit European Association for Renewable Energy that conducts its work independently of political parties, institutions, commercial enterprises and interest groups, • is dedicated to the cause of completely substituting for nuclear and fossil energy through renewable energy, • regards solar energy supply as essential to preserve the natural resources and a prerequisite for a sustainable economy,• acts to change conventional political priorities and common infrastructures in favor of renewable energy, from the local to the international level, • brings together expertise from the fields of politics, economy, science, and culture to promote the entry of solar energy, • provides the opportunity to play a part in the sociocultural movement for renewable energy by joining the association for everyone, • considers full renewable energy supply a momentous and visionary goal - the challenge of the century to humanity. CCRES Željko Serdar Head of association solarserdar@gmail.com
Dedicated on the Derby Green in Derby, Conn. on Sunday, Nov. 16, 2014. The monument includes a steel beam from the World Trade Center.
Dedicated to my good friend qt flickr, whose lovely gift and card I recieved today in the mail. Thanks so much!
She has a most beautiful garden, that she tends with the utmost care, and her gorgeous photographs demonstrate her tireless work therein.
Thanks so much!
On a side note...discovered the culprit of my computer difficulties, and it turns out my modem is on the critical list, and after many hours on the phone with my ISP, I am now awaiting a replacement..so I am up and down, and more down than up right now...gotta about a week to wait for it's replacement. So please stand by, techinical difficulties here.
Monument on the north wall of the chancel to Ambrose Phillipps (d.1737).
Shepshed church (dedicated to St Botolph, isn't it odd how you never meet anyone with that name these days?!) was a late addition to our itinerary but a most welcome one nonetheless, earning my choice of favourite church of the day!
The church doesn't look hugely exciting from the outside, its 13th century west tower and spire being quite modestly proportioned, though to be honest we didn't get too long a look at the exterior owing to the rain!
Inside the first thing that strikes the visitor is how short the nave is, having as much width as length, but combined with the aisles it stills makes a considerable space. The chancel beyond is by contrast fairly long, and dominated by an array of interesting memorials. It is for its contents that this church is most memorable, with the aforementioned 18th century monuments (there are further elaborate tablets in the south transept) and the stained glass with several striking pieces from the early to mid 20th century. Last but not least is the striking Majestas painting over the chancel arch, a youthful and very modern seated Christ presiding over the interior by John Hayward.
Shepshed church has much of interest and is well worth exploring. I am unsure what normal opening arrangements are, before lockdown it was generally open on Tuesday and Saturday mornings but otherwise probably rarely open outside of services, but well worth the effort of seeing inside.
Dedicated to finish this 366 days. Starting it off by this picture
HAPPY NEW YEARS LET MAKE IT A GOOD ONE
Dedicated: Work by »Jeks« and »Maze«, spotted in the Dedicated Back-Yard at night. Thanks to Babak and the Shop-Crew.
First published on Streetfiles.org 2010–2013.
Menlo School's Middle and Upper School Dance students joined in a concert dedicated to Jan Chandler.
www.ivyleaguebaristaacademy.com
Ivy League Barista academy is dedicated to the specialty coffee industry and specializes in coffee consulting and barista training. We offer classes on Barista Training, Advanced barista training, management, and business operations. Our 10,000 square ft state of the art training facility located in sunny San Diego is the only one of its kind in the country. Located minutes from our beautiful beaches, you will experience a complete coffee awakening at our training facility. Ivy League Barista Academy has a barista class to fit anyone's needs. Whether you are opening a coffee shop or just wish to improve your barista skills. Look through our extensive barista class options to find a barista training class that is right for you! Our barista school will take you through espresso machines, business plans, coffee recipes and latte art. Learn from our years of experience in opening and owning coffee shops. Barista training will get you on track to owning a successful coffee shop or cafe.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The acronym SABA stands for "Small Agile Battlefield Aircraft" and it covers several different concepts, originally dreamed up by BAe Kingston (historically better known as Hawker Aircraft Ltd.) in 1987, and one of the last Cold War products that eventually entered the hardware stage. In the early Eighties BAe foresaw the need for something to operate at very low level over the Western-European battlefield to combat highly agile helicopters, tilt rotor aircraft and unmanned vehicles. Primary foe was the Soviet Mil Mi-24, as well as the dedicated Mi-28 attack helicopter that had been expected to enter frontline service during the late Eighties, too. The expected scenario of a massive ground offensive from beyond the Iron Curtain into Germany called furthermore for very accurate and mobile close air support, at day and night and in foul weather, too. BAe also reasoned that nobody had ever really explored the limits of aiming for high agility as the main design point, with such criteria as speed and take-off requirements taking a back seat. Further parameters for SABA included low cost and complexity, low vulnerability, and it would afford the ground commander a virtually permanent on-call air support element rather than the fast jets streaking in and out that were the tactical norm at the time.
SABA’s basic framework design grew from the very high agility (VHA) requirement. The Kingston team based SABA's agility on the ability to turn through 180° in 5sec at Mach 0.4. This would enable SABA to meet a fighter in the F-16/MiG-29 class head-on, turn and shoot an infrared missile before the adversary could get out of missile range, given an initial bogey speed of Mach 0.6. Fired after 5sec of turn, the missile would impact 7 sec. later, or 12 sec. after the SABA met its opponent head-on. This level of agility could be achieved with a slower aircraft, but BAe also wanted SABA to transit the battlefield at 400kt-450kt, so that it could be deployed quickly and strike with surprise. The higher speed would appreciably enhance survivability, too, and it could be achieved with relatively small engines. Consequentially, power, overall weight and dimensions could remain within very strict limits, what meant that SABA would be hard to detect visually. Acoustic, infrared, and radar detection and tracking would be difficult for the enemy, too. Further basic rules included "a useful weapon load", the ability to operate from a 250m "true dirt strip", and an endurance of more than 4 hours with full war load.
Several airframe configurations were considered, including P.1238 with a pod/twin-boom layout and an unducted single-disc pusher fan. The alternative P.1234-1 was a tailless delta design weighing 5,754kg, with a wing area of 36 m² and powered by a single 25.4kN Rolls-Royce Adour turbofan. At the time of these initial concept studies, helicopter suppression was regarded as SABA's main role, and the armament consisted of two air-to-air missiles and a 25mm cannon mounted in a belly-mounted cupola that could be trained through 360°. The idea was that the aircraft could engage targets throughout a spherical envelope by combining the cannon's 360° traverse and the aircraft's 360° roll.
The following design P.1234-3 took the turreted armament idea even further: It was, again, a small, very clean tailless delta aircraft, powered by a single Adour turbofan. The instantaneous turn rate was calculated to be 40°/sec, but, instead of a cannon, the turret would fire hyper-velocity missiles (HVM) from two tubes, with about 12 HVMs carried internally.
Eventually, British Aerospace chose a rather unconventional single-seat canard configuration (P.1233-1) with an unducted fan pusher engine as ideal layout for its small agile battlefield aircraft. This design was refined into a more conventional design without the earlier complex rotating weapon station. This eventually became P.1233-2, with a Y-tail with a short but deep ventral fin that would act as a tail guard for the propeller. This design was presented to MoD officials in 1986 as a private venture. Beyond domestic use, the aircraft’s concept was regarded as an ideal option for many smaller air forces all around the world, e.g. as BAC Strikemaster, Fiat G.91, OV-10, A-37 or even F-5 and Hawker Hunter replacement.
P.1233-2 was met with both interest and skepticism. The idea of a cheap and mobile helicopter killer was appreciated, but, on the other side, the concept appeared to be highly specialized and therefore limited, so that it would only cater to a small market niche. The aircraft was furthermore clearly intended for use in an environment where air superiority had already been secured, or where serious aerial threat was not to be expected.
This initial assessment was confirmed when P.1233-2 was presented to other NATO nations in early 1987, but the idea found supporters in Germany and Italy who were – as a lucky coincidence – at the time looking for light attack aircraft replacements in their air forces. For instance, Germany was looking for a more economical replacement of its Alpha Jet fleet, which were typically operated as single seaters and fulfilled a role profile that was very similar to SABA (including anti-helicopter missions), and Italy was about to replace its G.91 fleet. Both countries were shareholders of the Panavia Aircraft GmbH, a German company established by the three partner nations for the development and production of the Tornado Multi Role Combat Aircraft (MRCA) project. In late 1987 the decision was taken to develop BAe's original SABA concept further and enhance its capabilities so far that the similar demands from each of the three Panavia countries would be met. As a side benefit, this move, as well as the dedication of three major European countries, was expected to improve the aircraft's sales appeal on the world market. This led to the next evolutionary stage, called ASABA (Advanced Small Agile Battlefield Aircraft).
ASABA remained true to the original concept of relatively small size, simplicity and agility, but its ground attack capabilities (esp. the range of ordnance) were widened, resulting in slightly bigger overall dimensions and weight. To save time and development costs, many structural elements from the highly successful BAe Hawk jet trainer were incorporated into ASABA, e.g. the wing structure and parts of the fuselage, even though it was effectively a very different aircraft.
ASABA was powered by two small turboprop engines that were carried in external gondolas on the rear fuselage flanks, reminiscent of the American A-10. Both engines drove a six-blade pusher contra-prop at the tail, which featured a relatively flat butterfly stabilizer and an additional, small but deep vertical fin under the fuselage, which also protected the propeller from ground contact. A gearbox allowed each engine to drive one the propellers separately, but both engines could also drive a single airscrew, or a single engine could drive both propellers. While complex and adding weight, this flexibility was regarded as a vital asset to ensure survivability and crew safety in the case of an engine or propeller failure.
The rugged tricycle undercarriage with low pressure tires retracted into the fuselage and into the inner wings. The pilot sat under an almost frameless canopy, which offered excellent all-round vision. A total of seven hardpoints could carry up to six AIM-9 Sidewinder AAMs as main weapon but also a wide range of guided and unguided ordnance, e. g. AGM-65 Maverick AGMs or the British Brimstone, a version of the American AGM-114 Hellfire with a mmW seeker. A fixed 27mm Mauser BK-27 revolver cannon was carried in a detachable fairing on the ventral hardpoint, together with 150 rounds. This compact weapon, developed in 1976 for the Panavia Tornado, had a ROF of up to 1,700 rpm and a muzzle velocity of 1,100 m/s (3,600 ft/s). This offered a maximum firing range of 2,500 meters against air targets and of 4,000 meters against ground targets.
ASABA did not carry any radar because such a system was not considered to be effective at the low altitudes in which the aircraft was expected to operate, and too bulky and complex for the compact and cheap aircraft. But, for target acquisition and navigation, an innovative, combined IR-LIDAR system was developed and mounted in a sensor array in the aircraft’s nose. LIDAR (an acronym of “LIght Detection And Ranging”) is a surveying method that measures distance to a target by illuminating it with pulsed laser light and measuring the reflected pulses with a sensor. Differences in laser return times and wavelengths can then be used to create digital 3-D representations of the target and the surroundings. This acquisition and navigation aid was furthermore combined with an infrared sensor, which would help highlight and track potential targets at day and night and independent from weather conditions – without giving the aircraft’s presence away through an active radar signature. Even though the system was rather “rough” and only a prototype, it provided ASABA with limited all-weather capabilities.
In 1988 the Panavia Group decided to build a total of five prototypes which would undergo flight and static tests as well as evaluation programs in the three project nations' air forces. All these machines were built in Great Britain in the course of 1989. The 1st prototype's roll-out took place in March 1989 and its maiden flight followed in June. This airframe, as well as the 4th and 5th prototype, remained in England. The first ASABA was operated at RAF Warton for initial ground and flight tests, while the 4th prototype was used for system development, esp. the IR-LIDAR. The last airframe was earmarked for static tests. The 2nd prototype, which was rolled out in September 1989, went to Germany and the 3rd machine arrived in Italy in December of the same year, where both machines were field-tested. In Germany, for instance, mock aerial combat at very low altitudes were simulated with German CH-53 helicopters, which had very similar flight characteristics as the Mi-24.
Flight tests revealed good handling characteristics, and in the course of the mock combat tests aerodynamic aids like various shapes of extended wing roots and even a pair of small fixed canards at the nose were tested to improve maneuvers at high angles of attack and start and landing characteristics. Various FOD protections for the engines were tested, too.
However, in the meantime the global political situation in general and in central Europe in specific had dramatically changed: the Soviet Union dissolved in 1989 and the original raison d'être of both SABA and ASABA had disappeared within weeks. As consequence the official support for the project quickly dwindled, to the point that, in summer 1992, after basic flight tests and field evaluations of the flying airframes had been successfully completed, the plug was pulled from Italy and then finally from Germany, too.
With this poor outlook for final development, sales and reasonable production numbers, ASABA went back again to a BAe private venture status, and lack of funds prevented further progress. Another factor was BAe’s attempt to market the Hawk trainer and its single-seat Hawk 200 attack derivative instead. For the same reason, a potential advanced trainer on ASABA’s basis never left the drawing board, and by 1997 the complete project had been terminated.
General characteristics:
Crew: 1
Length: 12.46 m (40 ft 9½ in) with pitot
Wingspan (with wingtip launch rails fitted): 9.75 m (31 ft 11½ in)
Height: 3,81 m (12 ft 6 in)
Wing area: 19.70 m2 (212 ft2)
Empty weight: 6,470 kg (14,285 lb)
Max takeoff weight: 10,722 kg (23,638 lb)
Powerplant:
2× Rolls-Royce AE 2100 turboprop engines, 1,625 kW (2,179 hp) each,
with a mutual gearbox, driving a six-blade pusher contraprop
Performance:
Maximum speed: 507 mph (816 km/h, 441 kn)
Never exceed speed: 524 mph (843 km/h, 455 kn)
Stall speed: 113 mph (182 km/h, 98 kn) at maximum landing weight, wheels and flaps down
Combat range: 460 mi (740 km, 400 nmi) (with 1,500 kg (3,300 lb) weapons, High-low-high profile)
Ferry range: 1,012 mi (1,629 km, 879 nmi)
Service ceiling: 10,000 m (33,000 ft)
g limits: +6/-3 g
Rate of climb: 6,990 ft/min (35.5 m/s)
Armament:
1× 27mm Mauser BK-27 revolver cannon with 150 rounds
A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)
for up to 3,740 kg (8,250 lb) of payload
The kit and its assembly:
This is another chapter in the long-lasting series of “Things to make and do with a BAe Hawk” builds, and this one is a very thorough conversion. This fictional aircraft had two inspirations, and both are real-world projects: One was the British SABA project, outlined in the background above, for a light attack aircraft that could be deployed against the Soviet Cold War threat in continental Europe, primarily against tanks and helicopters. It underwent a lot of iterations but eventually came to nothing. The other inspiration, which influenced the layout and look of my build, is the similar American Northrop N-308/312 project, with a layout reminiscent of the LearAvia Lear Fan business jet, which was conceived at the time of the A-X competition (that eventually led to the A-10). The fusion of both led to my fictional Panavia ASABA build.
I had kept the idea for this in the back of my mind for ages, at least 10 years, but never found the courage to tackle this build because of so many uncertainties and tons of PSR. But here it is now!
The basis is an Italeri 1:72 BAe Hawk Mk. 100 trainer kit, and it underwent massive mods. First thing that was changed was the deletion of the air intakes – I stunt I had done before. The areas were cut out, filled with styrene sheet, and PSRed flush. Next came the cockpit, which was to be reduced to a single seat, together with a modern bubble canopy and a less pronounced dorsal hump. My plan: use the cockpit fairing and a matching canopy from an F-16 single-seater and put it over the Hawk’s opening – which extends beyond the cockpit, because there’s an extra part with 3D intakes that goes there. I had F-16 parts from a (shabby) Trumpeter kit. The clear part is quite bulbous and thick, but the cockpit would remain closed, anyway, and while the fuselage section was too wide for the Hawk it could be easily bent and clipped into shape to fit over the Hawk’s fuselage opening, with the new canopy over the OOB front cockpit tub and seat. The excess material was simply trimmed away and later blended into the Hawk’s hull through more PSR. Looks really good, and more dynamic than the Hawk 200’s solution with the rear cockpit and a relatively long slanted nose, which give the attack variant a rather ungainly profile.
In parallel I already assembled the Hawk’s wing section, which was taken OOB, outfitted with wing tip launch rails and an extra (outer) pair of hardpoints, AIM-9 launch rails from an F-16 (the vintage Revell kit).
The ordnance would consist of four OOB AIM-9J Sidewinders from the Hawk kit, plus an ACMI pod and a “camera egg” on the inner wing stations. The ventral gun pod also came from the Hawk, but it was slightly reduced in height to represent a different gun inside.
The landing gear wells in wings and hull were slightly extended to accept longer struts, due to the tail prop configuration. Speaking of these, the main struts were taken from a Hasegawa J7W (but shortened), the front leg is from a Hasegawa F5U (also shortened). The wheels all came from an ESCI Ka-34 (fictional) Hokum kit, which also provided the engine nacelles, which received more massive pylons. The contraprop came from a NOVO Avro Shackleton and combining it with the slender Hawk hull was not easy. At first, I had hoped that I could cut off and reverse the OOB jet tailpipe, using that as an adapter for the propeller, but that did not work – the spinner was much wider. The Shackleton contraprop also comes with a peculiar internal axis design that lets both propellers rotate independently, and since I wanted to retain that (and avoid my own construction) I also used a front end from the Shack’s Griffon engine nacelle and trimmed it down to match the Hawk’s hull shape. The latter was cut back and a 2C putty plug created an intersection between these two unlikely parts. But with some PSR this turned out better than expected.
Once that was settled I started to create the tail surfaces, with the engine nacelles on the flanks as benchmark for their relative position since I wanted to avoid a placement of the butterfly tail surfaces directly in the exhaust efflux. The tail surfaces came from a Heller Potez Magister, and I was able to place the high enough in clean air and above the internal drivetrain. More PSR blended them into the rear hull.
The ventral fin is a piece from a Matchbox Ju 87 outer wing, trimmed down at both ends, and just long enough to allow enough ground clearance for the stalky extended landing gear. Thanks to tons of lead and steel beads in the nose the model actually stands properly on its three feet.
After the wings were mated with the hull I had to create LERXs to fill the gaps the Hawk’s deleted air intakes had left – I found wing rests from an Academy MiG-21F that were trimmed down and PSRed into place, for an elegant wing leading edge shape.
The cockpit was taken OOB, I just added an ejection trigger made from thin wire and a Matchbox pilot figure, then the canopy was secured with white glue. Horrible fit, though, despite using its respective base plate from the Trumpeter F-16 kit. But the idea is good and might find use again for an alternative Hawk single seater.
Painting and markings:
The paint scheme was already settled very early: I wanted the ASABA to be a German test aircraft, with an experimental yet authentic paint scheme. The livery was actually used/tested on an Alpha Jet, namely aircraft “44+51” in the late Seventies, together with others, what eventually led to the Norm ’83 camouflage livery family.
This specific wraparound scheme consisted of RAL 6003 (Olivgrün; some sources claim darker RAL 6014 Gelboliv, butr I doubt that), 6028 (Kieferngrün, a rather bluish dark green similar to FS 34092, but lighter) and 7021 (Teerschwarz), together with a fin partly painted with RAL 7030 (Steingrau) to break up the profile. In the ASABA’s case it was applied to the ventral fin, and the rest could be easily adapted from the Alpha Jet benchmark since both aircraft have very similar shapes. After basic painting the model received a black ink washing and some post-panel-shading with lighter basic tones, also in an attempt to visually create surface structures esp. on the fuselage.
The cockpit tub became medium grey (Humbrol 140) with a light blue ejection seat with grey cushions (similar to the Luftwaffe Alpha Jets’ finish) and a pilot with an all-orange suit for additional contrast. The landing gear became classic white.
The four Sidewinders received a grey body with back heads, while the camera egg became white and the ACMI pod French blue.
Markings were puzzled together, Iron Crosses and the tactical code were created with generic TL Modellbau material, the unit badge came from a Peddinghaus aftermarket sheet for Luftwaffe aircraft. The stencils are a mix of the Hawk’s OOB sheet, scrap box finds and improvisation. Finally, everything was sealed with matt acrylic varnish.
A tough project that I had pushed away for a long time, but I am happy that I finally tackled and completed it. Lots of PSR, and there’s not much left of the original Hawk. The resulting aircraft gives (at least) me a lot of Do 335 vibes? ASABA looks plausible, though, and the experimental German camouflage suits it well and its intended low-level attack role. Odd, but cool. ^^
We normally write about sandwiches, but this is some of the other food we enjoy
Wendie & Anders
A blog dedicated to the Art of the Sandwich
The Service, led by The Most Reverend Vincent Nichols, Archbishop of Westminster
and The Right Reverend and Right Honourable Richard Chartres, Bishop of London, was dedicated to all the young victims of violent crime in London.
Please credit Mazur/catholicchurch.org.uk
Sinclair College Opens World’s First Dedicated UAS Indoor Flying Pavilion
Dayton, OH – Sinclair College, home to the National UAS Training and Certification Center, is now home to the world’s first permanent, custom-built unmanned aerial systems (UAS) indoor flying facility following a ribbon cutting ceremony on Thursday, Dec. 17, coinciding with the 112th anniversary of the Wright Brothers’ first powered flight.
The UAS Indoor Flying Pavilion is the first facility in the world to be constructed and dedicated solely for UAS testing and flight operations. Covering 3,200 sq.ft. and featuring an interior ceiling height of 40 ft., the Pavilion includes a mezzanine flying deck to facilitate testing and instruction, and was constructed to allow GPS signal transmissions to support aircraft navigation.
“The new UAS Indoor Flying Pavilion marks another milestone in aviation and another important step for Sinclair in bringing the most advanced UAS capabilities to the Dayton region,” said Dr. Steve Johnson, President and CEO of Sinclair College. “Through the remarkable partnerships we’ve established, Sinclair is leading the way in what’s being called by industry leaders as the greatest aviation breakthrough since the first manned flight.”
As part of the National UAS Training and Certification Center, the new Pavilion provides space to test out vehicles, sensors and components in a controlled environment, further expanding research and development capabilities. Paired with the Center’s advanced manufacturing and rapid prototyping capabilities, sensor lab, and wind tunnel, the Pavilion will give students the opportunity to take a UAS project from the design phase through production and into flight tests in one location.
Further features of the Pavilion include:
• Fiber-optic network connection to the UAS simulation lab
• Customizable space supporting sense and avoid and other airspace integration challenges
• Controlled environment for high-risk and destructive testing
• Support for simulated cybersecurity attacks and mitigation strategies
Sinclair College is recognized as a national leader in UAS, supported by world-class partnerships, cutting-edge technology, and custom training programs designed to drive the expansion of the UAS industry. Sinclair’s curriculum focuses on real-world applications of emerging UAS and sensor technologies through classroom and online instruction, simulation and hands-on vehicle operations.
My Father-In-Law Vernon Cremeans at a Cincinnati Reds baseball game. We bought Reds tickets and gave them to him for Fathers Day. He is 88 years old at the time of this game, had been a Reds fan since the Reds existed, but had never attended a game. He sure seemed to enjoy it despite the heat that day.
Veterans day here in the US, is also Armistice or remeberancer day in many commonwealth countries, Just missed the 11th Hour of the 11th Day of the 11th Month to post this as I was in a meeting, but the intention was there
Armistice day is commemorated every year on 11 November to mark the armistice signed between the Allies of World War I and Germany at Compiègne, France, for the cessation of hostilities on the Western Front of World War I, which took effect at eleven o'clock in the morning—the "eleventh hour of the eleventh day of the eleventh month" of 1918
Giving thanks and praise to all those who have served
I should create a set dedicated to experiments with bothersome photos.
The lens flair bothered me. Focus was on house, not on bales or trees, and that bothered me.
Lots of things bother me, but at least I can be bothered. The alternative to not being bothered is quite unappealing.
U.S. Air Force F-22 Raptor crew chiefs assigned to the 90th Fighter, 477th Fighter, and 3rd Aircraft Maintenance Squadrons are recognized during a Dedicated Crew Chief Ceremony held on Joint Base Elmendorf-Richardson, Alaska, Oct. 23, 2015. During the ceremony crew chiefs were recognized for their dedication and hard work. Every F-22 Raptor has a dedicated crew chief assigned who is trusted with the care and maintenance of the jet. At the ceremony the Airmen received a coin from their respective commanders, a certificate certifying them as dedicated crew chiefs, and new maintenance overalls to designate them as dedicated crew chiefs while working on the flight line. (U.S. Air Force photo/Alejandro Pena)
Dedicated to Neil...
Trees & the houses walk along
Trees & the houses walk along
Truck & a car & a garbage can
Take you riding in my car
~Woody Guthrie
Despite a chilly and very rainy day over 160 dedicated volunteers arrived at Bear Creek Park and nearly filled a 40 yard dumpster with trash and debris they removed from Bear Creek Park and the shoreline of this historic stream as well as from Bear Creek Elementary School, General John Stricker Middle School, Charlesmont Elementary School and Charlesmont Park totaling over 4 tons!!! This included 355 bags of trash, 5 broken fishing rods, 4 plastic totes, 3 traffic cones, 2 huge Styrofoam blocks (parts from a floating pier), 2 broke baseball bats, a flattened fluorescent traffic barrel, a tire, a cooler, a plastic 55 gallon drum, 2 huger and more, Thank you everyone so very much for all your hard work on such a beautiful day! Our volunteer’s dedication to working toward a cleaner, greener, healthier community and environment is wonderful sight to behold!!!! Thank you everyone so very much for all your incredible hard work under such tough conditions! Our volunteer dedication to working toward a cleaner, greener, healthier community and environment cannot be topped! Thank you so much!!!
We would also like to thank the Alliance for the Chesapeake Bay and American Rivers for all their assistance and support on this cleanup and to thank Chick-Fil-A Eastpoint, Pat's Pizzeria Dundalk MD, Papa John’s and Chesapeake Traders Food Warehouse for their generous donations of food to feed all our hungry and hardworking volunteers!!! Thank you so much Giant Food Pharmacy, Tradepoint Atlantic for your generous donations allowing is to purchase much needed supplies! We would also like to thank Faculty and Families of Bear Creek Elementary School, faculty and families of General John Stricker Middle School, faculty and families of Charlesmont Elementary School, CityFam, Strictly Business Car Club, X-press Contracting, Girl Scout Troop 3802, the U.S. Air Force, Neighborspace Baltimore County, Port of Baltimore, and AmeriCorps NCC for all the incredible volunteers they supplied!
Thank you so very much for helping us mage a huge difference! See all the photos through the links below!
Dedicated bus roadway permits articulated buses to avoid street level traffic.
There are no crossing gates to protect the Busway.
4N61: the 12.00 GBRf empty biomass service from Drax Power Station to the Tyne Coal Terminal, using a rake of dedicated "Drax" hoppers.
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dedicated to Ganga
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The great secret of death, and perhaps its deepest connection with us, is this: that, in taking from us a being we have loved and venerated, death does not wound us without, at the same time, lifting us toward a more perfect understanding of this being and of ourselves.
~ Rainer Maria Rilke ~
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Letter to Countess Margot Sizzo-Noris-Crouty, January 23, 1924
Translation by Joanna Macy & Anita Barrows
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is dedicated to the memory and music of Frank Sinatra and benefits the Barbara Sinatra Center for Abused Children. The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational enjoys a rich history as one of the marquee golf and fundraising events in the Palm Springs, California desert. Each year, celebrities, amateur contestants, loyal sponsors and enthusiastic spectators from all over the country look forward to returning to this unique "celebrity friendly" event.
Known as "Frank's little party in the desert," Barbara and Frank Sinatra founded the Frank Sinatra Celebrity Invitational in 1988 to raise funds for the Barbara Sinatra Center for Abused Children at Eisenhower Medical Center, which opened in 1986. Through their efforts, and those of supporters throughout the world, the Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is now one of the most successful events of it's kind.
The mission of the Barbara Sinatra Center for Abused Children is to provide counseling for victims of physical, sexual and emotional abuse and to focus on prevention, community education and breaking the generational cycle of abuse. Barbara Sinatra is quick to thank supporters of the "Frank Sinatra Starkey Hearing Technologies Celebrity Invitational, and she is proud to say "The children who come to us for help continue to receive the therapy they need and deserve; no child is turned away due to a family's inability to pay."
The Frank Sinatra Starkey Hearing Technologies Celebrity Invitational is a five (5) player team gross and net scramble golf tournament held at Eagle Falls Golf Course in Indio, California. The Fantasy Springs Resort Casino, also in Indio, is the tournament's hotel and venue for three nights of parties and a spectacular luncheon and fashion show.
One (1) celebrity and four (4) contestants are a team. The team of four (4) amateur players remains together for two (2) consecutive days. The celebrity contestant changes teams for the second day. Current USGA handicaps are verified and applied to all contestants.
The dedicated coaches and young athletes who comprise the Acorns Combined Junior Rifle Team have been working together to achieve precision and excellence in sport and life since 1945. Our athletes include Junior Olympians, National Record holders, and a Virginia State Champion. Our coaches include three members of the National Coach Development Staff and one Olympian. We use the latest in coaching technology and philosophy, but our primary goals have not changed: promoting good citizenship and providing an environment where young competitors can reach their full potential.
Visit us online at www.acornsjrc.org
© 2012 by Garra - all rights reserved
BROOTS the very latin-underground Party inna Berlin City
Garra Berlin (Dj GARrinchA), the resident spinner (with partner Dr. Sócrates) at BROOTS the tropical diaspora roots sound, describes his party’s musical ethos as “A new platform for live music and performance in Berlin dedicated to the fusion of different styles, a culture way that is especially cultivated in Brazil since the days of Tropicalia.” He’s right: The melting pot of samba, cumbia, dancehall, Afro Beat, Funk, Salsa and more results in a bump ‘n’ grind groove that the ladies can’t get enough of. Fresh from gigs in Brazil, the DJs are kicking off a new series of monthly parties in the YAAM (www.yaam.de/survive), featuring many Bands and DJ´s from Europe and worldwide.
The Lockheed Martin HC-130J Hercules The Combat King II is the U.S. Air Force's only dedicated fixed-wing personnel recovery platform and is flown by the Air Education and Training Command (AETC) and Air Combat Command (ACC). This C-130J variation specializes in tactical profiles and avoiding detection and recovery operations in austere environments. The HC-130J replaces HC-130P/Ns as the only dedicated fixed-wing Personnel Recovery platform in the Air Force inventory. It is an extended-range version of the C-130J Hercules transport. Its mission is to rapidly deploy to execute combatant commander directed recovery operations to austere airfields and denied territory for expeditionary, all weather personnel recovery operations to include airdrop, airland, helicopter air-to-air refueling, and forward area ground refueling missions. When tasked, the aircraft also conducts humanitarian assistance operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation, and noncombatant evacuation operations.
Features
Modifications to the HC-130J have improved navigation, threat detection and countermeasures systems. The aircraft fleet has a fully-integrated inertial navigation and global positioning systems, and night vision goggle, or NVG, compatible interior and exterior lighting. It also has forward-looking infrared, radar and missile warning receivers, chaff and flare dispensers, satellite and data-burst communications, and the ability to receive fuel inflight via a Universal Aerial Refueling Receptacle Slipway Installation (UARRSI).
The HC-130J can fly in the day; however, crews normally fly night at low to medium altitude levels in contested or sensitive environments, both over land or overwater. Crews use NVGs for tactical flight profiles to avoid detection to accomplish covert infiltration/exfiltration and transload operations. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Drop zone objectives are done via personnel drops and equipment drops. Rescue bundles include illumination flares, marker smokes and rescue kits. Helicopter air-to-air refueling can be conducted at night, with blacked out communication with up to two simultaneous helicopters. Additionally, forward area refueling point operations can be executed to support a variety of joint and coalition partners.
Background
The HC-130J is a result of the HC/MC-130 recapitalization program and replaces Air Combat Command's aging HC-130P/N fleet as the dedicated fixed-wing personnel recovery platform in the Air Force inventory. The 71st and 79th Rescue Squadrons in Air Combat Command, the 550th Special Operations Squadron in Air Education and Training Command, the 920th Rescue Group in Air Force Reserve Command and the 106th Rescue Wing, 129th RQW and 176th Wing in the Air National Guard will operate the aircraft.
First flight was 29 July 2010, and the aircraft will serve the many roles and missions of the HC-130P/Ns. It is a modified KC-130J aircraft designed to conduct personnel recovery missions, provide a command and control platform, in-flight-refuel helicopters and carry supplemental fuel for extending range or air refueling.
In April 2006, the personnel recovery mission was transferred back to Air Combat Command at Langley AFB, Va. From 2003 to 2006, the mission was under the Air Force Special Operations Command at Hurlburt Field, Fla. Previously, HC-130s were assigned to ACC from 1992 to 2003. They were first assigned to the Air Rescue Service as part of Military Airlift Command.
General Characteristics
Primary function: Fixed-wing Personnel Recovery platform
Contractor: Lockheed Aircraft Corp.
Power Plant: Four Rolls Royce AE2100D3 turboprop engines
Thrust: 4,591 Propeller Shaft Horsepower, each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.57 meters)
Height: 38 feet, 9 inches (11.58 meters)
Operating Weight: 89,000 pounds (40,369 kilograms)
Maximum Takeoff Weight: 164,000 pounds (74,389 kilograms)
Fuel Capacity: 61,360 pounds (9,024 gallons)
Payload: 35,000 pounds (15,875 kilograms)
Speed: 316 knots indicated air speed at sea level
Range: beyond 4,000 miles (3,478 nautical miles)
Ceiling: 33,000 feet (10,000 meters)
Armament: countermeasures/flares, chaff
Basic Crew: Three officers (pilot, co-pilot, combat system officer) and two enlisted loadmasters
Unit Cost: $66 million (fiscal 2010 replacement cost)
Initial operating capability: 2013
Tintagel Church is dedicated to St Merteriane (or Materianas). St Materianas may have been St Madryn, a princess of Gwent, who is believed to have preached here. The present church may have been built on the site of a Celtic oratory run by the monks of Minster. It is outside Tintagel village on a uncluttered site, off the coast path.
Tintagel Church today has a cruciform shape of nave chancel and transepts, and was built between 1080 and 1150. The Norman Earls of Cornwall held Tintagel and built first Bossiney Castle. Then Earl Reginald, a son of Henry I, built the first Tintagel castle on the island around 1141 and probably finished building the church. Much of the existing stonework of the north wall may part of an earlier church incorporated in the Norman building .
Mingle Media TV and Red Carpet Report host, Linda Antwi, were invited to cover the 2013 4th Annual Thirst Gala, supporting The Thirst Project, a non-profit organization dedicated to building fresh water wells and providing developing countries with clean water, at the Beverly Hilton. This year Pauley Perrette (NCIS) and Robbie Brenner (President of Production; Relativity) were honored for their efforts to help fight the global water crisis.
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About the Thirst Project
The Thirst Project, a non-profit organization dedicated to building fresh water wells and providing developing countries with clean water, and their celebrity supporters come together for an evening to honor those that have made a different in the fight against the global water crisis. 100% of all public gifts go directly to funding freshwater wells on the ground. The Thirst Project has given more than 200,000 people in 11 countries safe, clean water. For more info visit www.thirstproject.org.
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