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Charlie Brown has been CLAIMED by California, but he ORIGINATED in St. Paul MN! He is celebrating the Great Northern RR and the Oseola Railway of St. Croix Valley in the MN Transportation Museum.
A Corporal from the Royal Engineers is pictured in command of a Trojan Tank or AVRE (Armoured Vehicle Royal Engineers) on Operation Hamkari in Afghanistan.
The bulk of British military operations in Afghanistan are concentrated in central Helmand. But Royal Engineers have spent the past two months lending their awesome capabilities to Afghan and US forces clearing a key area of Kandahar province.
Since September, 5 Armoured Engineer Squadron, part of 23 Engineer Regiment (Air Assault), have provided close engineering support to the 2nd Battalion of the US Army's 502nd Regiment, and their partnered Afghan National Army kandak, in Kandahar's Zharay district.
Zharay district contains the Horn of Panjwai, an insurgent stronghold from where attacks on Kandahar City have been enabled and supported, and Sangsar, the Taleban's spiritual birthplace and former home of Mullah Omar. Under this effort, known as Operation HAMKARI - or as the soldiers call it "The Battle of Kandahar" - the intent has been to defeat insurgent elements and increase Afghan government influence across the area, as well as enable development west of Kandahar City.
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Photographer: Sgt Rupert Frere RLC
Image 45152043.jpg from www.defenceimages.mod.uk
Yes, SharePoint engineers are at your beck and call today to make your work ambience better. For more Details please visit at www.adapt-india.com
Just as bridges provide safe passage over rivers, gorges or other depressions, jetties built by the U.S. Army Corps of Engineers help ocean-going vessels move between coastal rivers and the Pacific Ocean. Simply put, jetties are rock fingers which stretch out into the ocean from the beaches, essentially extending the mouths of the rivers well into the sea.
Jetties were never intended to be used for recreational purposes. Powerful waves remove or shift even the largest boulders from the jetties, while underwater currents penetrate the structure, and remove smaller rocks and sand from inside the jetty, creating unique dangers. Some dangers are apparent, such as slippery rock surfaces and strong waves overtopping the structure. Other dangers are hidden and include open crevasses, sinkholes and caverns that are caused by the ocean eroding away stones and sand just below the surface of the jetty.
Learn more about coastal jetties at www.nwp.usace.army.mil/pa/docs/pubs/jetty.pdf
Shangri-La's Fijian Resort and Spa
Yanuca Island (pronounced Ya-NU-tha), Sigatoka, Fiji
Post WWII, Pan American Airways hired Pete Slimmer to set up commissary services in various Pacific locations including Fiji. In 1960, Pete moved his family to the Fiji Islands, where he helped pioneer Fiji's tourism industry. Pete Slimmer attended San Francisco City College, and graduated from the Hospitality Management program. Pete Slimmer was a gourmet cook, who helped found the Skylodge Retreat in Fiji in 1960. Irishman Paddy Doyle was a civil engineer who in 1958 arrived in Fiji to help build the jet runway and international airport at Nadi.
Slimmer and Doyle acquired some barracks which had been used by a construction crew during the 18 months it took to build the new jet strip at Nadi. That was in March 1960. They spent six months renovating and air-conditioning the barracks, building a swimming pool, hotel bar then started addiing rooms. They began with 40 beds, and by 1964 had 100. Slimmer and Doyle were key figures in several Fiji companies. in addition to the Skylodge was the duty-free liquor concession at the airport and the new Mocambo Hotel, not far from the Skylodge. The airport's construction crew barracks evolved into the simple but swinging Skylodge Hotel. The airline crews flying between Australia and United States were housed there for periods of rest. The Skylodge hotel attracted the flight crews from Pan Am, Canadian Pacific & Quantas. The hotel's bar never closed - as the crews came in during all hours of the day. Paddy Doyle worked the desk and was the frequent bartender.
From the Skylodge financial success Pete Slimmer, Paddy Doyle and a Pan Am pilot developed the Hotel Fijian, one of the first full service resorts in the South Pacific. They had two sites in mind — Yanuca Island (a 100 acre mangrove swamp) and Natadola Beach. Mr Doyle and Mr Slimmer managed to persuade sceptical Pan Am pilot George Wilson and formed Fiji Resorts Limited with Mr. Wilson as chairman. On January 1, 1964 Fiji Resorts Limited secured a 99 year lease on half of the Yanuca Island from the 23 members of the tokatoka Nakuruvakarua with Adi Lady Lala named chief negotiator and appointed to a directorship of Fiji Resorts Ltd.. Later Mr. Ratu Aisea Waka Vosailagi gained a directorship position of Fiji Resorts Ltd. In 1969 the landowners formally agreed to lease out the whole island to Fiji Resorts Ltd. The annual land lease was F$ 20,000. Also a 1% fee is imposed on the resort's revenue exceeding F$ 1,800,000.
For financing The Fijian Village Mr. Slimmer and Mr. Wilson persuaded funding from British Overseas Airways, Pan American Airlines and Qantas. A grant was also received from the Fiji Government. More than $1million was raised in 23 days. About 250 workers, mostly villagers, helped construct a causeway across the 150 yard channel which separated the island from the mainland. On June 25, 1966, a foundation stone for the first 36 of the 108 lagoon wing rooms was overseen by Sir Derek Jakeway, the last Governor of Fiji before Independence. The buildings were completed in 18 months at a cost of $1.7million.
A competition was held on the name of the new resort. The short list compiled were Yanuca Island Resort, The Driftwood, Fiji Driftwood Hotel, Blue Lagoon Island Resort, Black Marlin Bay Hotel, Hibiscus Island Hotel, Turtle Reef Hotel, Golden Cowrie Hotel, Lokalevu (Big Surf) Hotel and Lewena (Content) Hotel. Out of all these, one name stood out and was finally chosen — The Fijian. It sounded simple but was brilliant from a promotional, marketing and branding standpoint.
The Fijian was designed by Pete Wemberly, same architect who did the Sheraton Maui and the Samoan Intercontinental. The Fijian Hotel & Resort opened in September of 1968 and was the "It" destination in the South Pacific. The Hotel Fijian had such luxuries as Muzak, room refridgerators, air conditioning & automatic coffee makers. The 108 room resort boasted a golf course, tennis courts, horse stables, sail boats and featured diving & snorkeling. The traditional opening ceremony was on October 22, 1967. The resort was opened by the Bau chief’s father, the late Vunivalu and Governor General of Fiji Ratu Sir George Cakobau and Adi Litia Cakobau. The resort began business with Paddy Doyle as general manager. The restaurants were named Lagoon Restaurant, Golden Cowrie Restaurant and Black Marlin Bar.
The Slimmer/Doyle/Wilson interests were sold in 1974 to Malaysian-Chinese business magnate Robert Kuok. Kuok had introduced a luxury hotel brand in 1971, named Shangri-La, after the fictional utopia in which inhabitants enjoy unheard-of longevity. Robert Kuok is a highly respected businessman in Asia - a legendary Chinese entrepreneur, commodities trader, hotelier and property mogul. Kuok's wealth is rooted in palm oil and shipping. At age 94 Kuok's personal wealth was $18.9 billion according to the Forbes’ 2018 The World’s Billionaires list. With the change in ownership, the resort came under the management of the Kuok owned Shangri-La International Group and the davui conch shell was replaced by the Shangri-La logo. Over the years Shangri La invested heavily in the resort and with the additional expansion, the facility today boasts 442 rooms, suites and beach bures, two swimming pools, five restaurants, six bars, a Peter Thomson designed nine hole golf course, a popular wedding chapel, world-class spa, as well as duty-free shops and extensive sporting facilities. As of 2018 The Fijian is 51 years old and has been under Shangri La's ownership and management for 44 years. Kuok’s second son, Kuok Khoon Ean, 57, heads Shangri-La Asia Limited which owns 71.64% of the Shangri-La’s Fijian Resort. Paddy Doyle later developed the Crow's Nest along the Coral Coast at Karotoga. The Shangri-La’s Fijian Resort and Spa was a benchmark for setting standards for service and innovation as Fiji emerged as a world-class tourism destination.
Robert Kuok invested in Fiji because of a chance meeting with Ratu Penaia Ganilau in the 1940's and his experience trading sugar in Fiji. Mr. Kuok had travelled to Fiji and spent a lot of time at The Fijian Resort during his sugar business dealings. He snatched up the opportunity to purchase the resort in 1974. The hotel was then the second hotel in the Shangri-La chain — which today is 100 hotels strong. Robert Kuok's grandson, Kuok Meng Xiong, known as M.X to hotel staff, is the chairman of board of directors Fiji Resorts Limited.
Starting in 2017 the Shangri-La Group is investing $72 million to give the Yanuca Island property a major makeover. The first phase involved enhancing staff facilities which included a brand new kitchen, lockers, changing room and laundry. Phase two will see complete renovation of the ocean and coral wing.
In January, 2017 Francis Lee was appointed general manager at the Shangri-La’s Fijian Resort & Spa. Mr. Lee was the General Manager of the Hylandia by Shangri-La Hotel in Yunnan, China He replaces Craig Powell who has taken on a full time role as Director of Public Affairs for Fiji Resorts Ltd. In 2014 Shangri-La’s Fijian Resort and Spa announced the appointment of Craig Powell as General Manager. He replaced Michael Monks who was general manager since 2010. Powell is a Fiji islander who was born in Singapore but grew up in Fiji. He attended Ecole Les Roches Hospitality School, one of the top four hotel management schools worldwide. He graduated from Les Roches in 1994. In January 2018 Treasure Island Fiji appointed Craig Powell as its new General Manager. Monks, as of 2017, is the General Manager at Sunway Putra Hotel Kuala Lumpur.
Compiled by Dick Johnson / January, 2019
richardlloydjohnson@hotmail.com
Sandra has been a Sandia National Laboratories engineer working primarily on renewable energy development for 29 years, many of them dedicated to positively impacting U.S. tribes. Nearly two decades ago, Sandra began providing technical assistance to the Navajo Tribal Utility Authority, which received federal funding to begin a program focused on a photovoltaic solar electric system for residential customers who were not connected to the electrical grid. With federal sponsorship, she was able to provide technical assistance to more than 15 U.S. tribes for 16 years. She was recognized with a 2021 Women in Technology Award from the New Mexico Technology Council and a 2020 Indigenous Excellence Award from the American Indian Science and Engineering Society.
Learn more at bit.ly/3usNFsy
Photo by Lonnie Anderson
The Engineers Force on board USS Louisiana BB-19 are shown in this Cabinet Photo dated 6 May 1917. No credit for photographer or publisher
Sgt. Daniel Szambelan with the 18th Engineer Brigade’s Technical Headquarters Section, radios one of his “rod men” at one of about 1,000 survey points his three-man survey team cataloged at the Hohenfels (Germany) Training Area during the brigade's Mission Rehearsal Exercise there in February. (Photo by Dave Melancon, USAREUR Public Affairs)
Engineers work during a full mission dress rehearsal for the Low-Density Supersonic Decelerator (LDSD), Friday, May 29, 2015, U.S. Navy Pacific Missile Range Facility (PMRF) in Kauai, HI. The LDSD crosscutting technology demonstration mission will test breakthrough entry, descent and landing technologies that will enable large payloads to be landed safely on the surface of Mars. Photo Credit: (NASA/Bill Ingalls)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
The Bv 316 was a tailless twin jet fighter designed by Blohm & Voss as a replacement for the Me 262 fighter. The design of the Bv P.216 was begun in the summer of 1943 and was intended as an overall improvement to the Messerschmitt Me 262. The biggest weakness of the Me 262 were its unreliable and weak Junkers Jumo 004 B-1 turbojets, delivering only 8.8 kN (1,980 lbf) each.
Whilst the Luftwaffe took the Me 262 into service, an improvement was direly needed. Messerschmitt responded with the P.1099 design, and in 1944 the High Command of the Luftwaffe came up with the Emergency Fighter (Volksjäger) Competition, which challenged engineers to invent a new, light and simple aircraft.
Nevertheless, heavier types with longer endurance were needed, too, so Blohm & Voss’ designer Dr. Vogt proposed a twin jet development of his versatile family of tailless fighter concepts (ranging from pusher propeller designs through a light fighter for the Volksjäger competition up to a heavy, three-seated night fighter design) that would fall into the Me 262’s weight class, but take advantage of the Heinkel HeS 011, a new jet engine which was being under development for aircraft of various classes and sizes and offered 150% of thrust.
The engines were mounted in a pair at the rear of a short, tailless fuselage, breathing through a bifurcated nose intake. The pilot sat above the air intake in a pressurized cockpit, with a dorsal fuel tank behind him. More fuel was carried in the wings, which were swept 40° at quarter chord and featured fins on short outriggers at about 2/3 of the wing span. A fully retractable tricycle landing gear was fitted, the front wheel turned 90° to lie flat under the air intake while the main wheels retracted inward and also lay under the engine bay. Armament consisted of four compact MK 108 30mm cannons in the nose section.
This aircraft received the internal project number P.216. Since it already incorporated advanced wind tunnel research for the innovative layout and the swept wing design, Dr. Vogt received an official Go from the RLM.
Construction of three P.216 prototypes began in May 1945, followed by extensive flight and structural tests. The first aircraft (A-0 pre-production series) made its first flight in August 1945, and after a minimal test program, the P.216 was cleared for production in October 1945, receiving the official RLM service code number 316.
The production aircraft (Bv 316 A-1) differed only marginally from the prototypes, since there was hardly any time for refinement. Most visible changes included a simplified canopy (instead of a more rounded bubble canopy), and external hardpoints under fuselage and wings for a wide range of ordnance, which made the Bv 316 eligible for fighter bomber duties, too. A plumbed central pylon also allowed the carriage of a drop tank, which extended range appreciably. Less obvious was better armor protection for the pilot and the fuselage tank. Overall performance was slightly better than the Me 262’s, the most significant advantage was the dramatically improved reliability of the HeS 011 engines and a much better turn radius due to the lower wing load.
Luftwaffe pilots were sceptical at first, but found the Bv 316 to be a trustworthy weapon platform. The first machines were allocated to bases in southern Germany and Austria, where the fighters helped to protect oil fields in Bulgaria in mid 1946.
General characteristics:
Crew: One
Length: 8,17 m (26 ft 9 1/4 in)
Wingspan: 11,40 m (37 ft 4 1/2 in)
Height: 3,49 m (11 ft 5 1/4 in)
Wing area: 29,11 m² (313,4 sq ft)
Empty weight: 5.046 kg (11,125 lb)
Loaded weight: 6.894 kg (15.198 lb)
Max. takeoff weight: 18.152 lb (8.234 kg)
Powerplant:
2× Heinkel HeS 011A turbojets, each rated at 12,01 kN (1.300 kg/2.866 lb)
Performance:
Maximum speed: 1.006 km/h (625 mph, 548 knots)
Stall speed: 200 km/h (124 mph, 108 knots)
Range: 2.400 km (1,522 mi)
Service ceiling: 15.100 m (49.600 ft) at combat weight
Rate of climb: 45,72 m/s (9.000 ft/min) at sea level
Wing loading: 236.7 kg/m² (49.4 lb/ft²)
lift-to-drag: 15.1
Thrust/weight: 0,42
Armament:*
4× fixed 30mm MK 108 cannons in the nose
Underfuselage and wing hardpoints for a total ordnance of 1.500 kg (3.303 lb),
including bombs of up to 1.000 kg (2.202 lb) caliber, drop tanks or unguided rockets
The kit and its assembly:
I wonder why this conversion stunt has not been done before or more often, because it's such an obvious move?
There had been several tailless Blohm & Voss designs, ranging from a small jet fighter (an alternative to the He 162, which was chosen as Volksjäger) to a heavily armed, two engine, three seat night fighter with 14m wing span. If you take a look at sketches of these aircraft, the overall simlarity of the later F-86 is obvious, despite its conventional layout. So I thought that a whiffy B&V design on this basis should be easy - and it actually is!
The basis is the vintage Matchbox F-86A from 1976, chosen because of its simplicity and basically good fit. The major steps include cutting off the tail just behind the wings' trailing edge, as well as a part of the dorsal section and the wings outside of the flaps.
In order to create a more dynamic look and stay true to the original Dr. Vogt designs I attached the wings with a slight dihedral, while the recessed outer wings received a recognizable anhedral - mounted on slender pylons that are actually pieces of sprue.
On top of that some donation parts were added:
* The fins are stabilizers from an Italeri A-4M Skyhawk
* The F-86's bubble canopy was replaced with the canopy and cockpit section from a Revell Me 262
* An Airfix pilot was added
* The engines come from a Dougram mecha kit (a 1:48 hovercraft!)
* The landing gear struts belong to a Hobby Boss Me 262
* The main wheels come from an Italeri IAI Kfir
The new canopy was added for a more "German" and less modern look. It meant massive body work, but it blends in well. The are behind the cockpit had to be sculpted anew, too, and creating a good transition to the two jet exhauts from above and below was not easy.
The F-86 air intake was also modified: the characteristic upper lip with the radar range finder had to go and I implanted a vertical splitter inside, plus a wall of dark foamed plastics that blocks light from the cockpit and sight onto the lead that was hidden around the cockpit.
For armament I filled the original six 0.5" machine guns and drilled two pairs of new, bigger openings for MK 108 cannons in the same place. Later, pieces of hollow steel needles were added as cannon muzzles. As an extra I added an underfuselage pylon for a drop tank and attachment points for eight scratched WGr 21 launch tubes.
Painting and markings:
How to paint a Luft '46 aircraft? The color spectrum is limited, and I wanted a "different" look. Dedicated ugliness was intended. So I came, after some browsing, across an obscure and heavily debated color for the lower sides, called (more or less inofficially) RLM 84. It's a greenish grey, much like the RAF Sky, that was used on some late Luftwaffe aircraft - maybe a primer color, or a field mix? Anyway, it would yield that odd look that I was looking for, and I used a mix of Humbrol 90 with some RLM 02, slightly darker and greenish than Sky.
In order to emphasize the overall strange color effect I decided to paint the upper surfaces in a uniform RLM 81 (Braunviolett), and add field camouflage in the form of patches/mottle in RLM 81 and RLM 02 on the flanks and on the wings. RLM 02 was not in use as camouflage paint in late WWII anymore, but I am certain that it was still around, and it matches the overall greenish look of the aircraft well.
For an even more field duty look I added details in different colors/tones. The slats' undersides received a grey primer finish, while the flaps and rudders were painted RLM 76 from below and in a slightly different shade of RLM 81 from above (Humbrol 155), as if they had been replaced or the aircraft had been built from different components and jostled into service.
All interior surfaces were painted in very dark grey (RLM 66), and various shades of Metallizer were used around the exhausts, the cannons and under the wings where the WGr 21 launch tubes are located.
After a light black ink wash and some shading the decals were applied - puzzled together from various sheets and in a minimalistic style.
With a Warp Energy Condensor and Doom Rocket ... of course! I used the front crew rat from the Island of Blood Warp Fire Thrower as the body, head from the Doom Wheel crew, the condensor from the Warlock in the Island of Blood ... green stuff, wire. Fun model and fun in game.
Please attribute copyright to ©BP
For more images from BP please visit the BP photo library: www.flickr.com/photos/bp_images/albums/with/7215764418834...
Ohio Central engineer Scott Czigans has one hand on the throttle and another on the brakes of FP9A No. 6307 as it glides along the former Pennsylvania Railroad Pittsburgh-St. Louis mainline near West Lafayette, Ohio. (Scanned from a slide)
Photographed on the back of a wooden cabinet on a Ms. Pacman machine.
Seven friends hungry for a little something funky, The Civil Engineers brings ride their Madison-based high-intensity groove machine of funk, rock and soul throughout the Midwest, entertaining Madison, Milwaukee, La Crosse, Rochester, Appleton, and Chicago.
Becky Lipsitz - Trumpet
Carl Rettke - Drums
Garrick Rohm - Keyboards
Jason Buck - Saxophones
Kyle Rightley - Guitar
Molly Fish - Vocals
Tim Lopez - Bass
Little Thistle Brewing
Rochester Minnesota
It is the high quality engineer boots
My Shop
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Ukrainian combat training center engineers detonate an explosive charge to breach a door before entering a mock building as part of training with Canadian and U.S. engineers to build The Ukrainian's breaching skills, at the International Peackeeping and Security Center, Near Yavoriv, Ukraine, on Feb. 24, enabling them to teach those skills to Ukrainian army units who will rotate through the IPSC. (Photo by Sgt. Anthony Jones, 45th Infantry Brigade Combat Team)
Oil engineers spray water to cool off oil wells in northern Iraq
Credit : ILO/Apex Image
Date : 2002/01
Country : Irak
A little way down river, a certain Royal Engineer, Lieutenant Chard-Fox stood surveying the terrain. An officer in Her Majesty's Army, he was here to build a bridge.
Engineers and technicians on the Test and Operations Support Contract review the procedures for a fit check of the new liquid hydrogen (LH2) transfer flex hose at Launch Pad 39B at NASA’s Kennedy Space Center in Florida. LH2 provider PRAXAIR will connect the transfer flex hose from its LH2 truck to the LH2 tanker to confirm that the hose fits and functions properly. The Ground Systems Development and Operations Program is overseeing upgrades and modifications to Pad 39B to support processing of the Space Launch System rocket and Orion spacecraft for Exploration Mission 1 and NASA’s journey to Mars. Photo credit: NASA/Frankie Martin