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"Like everyone else I have at my disposal only three means of evaluating human existence: the study of self, which is the most difficult and most dangerous method, but also the most fruitful; the observation of our fellowmen, who usually arrange to hide secrets where none exist; and books, with the particular errors of perspective to which they inevitably give rise."
(Quotes from "Memoirs of Hadrian" by French writer Marguerite Yourcenar)
This marble statue of Antinoüs stands at Le Louvre museum, it allowed me to try a Canon EOs 500D and to take a few pictures where there is no edition.
Memoirs of Hadrian (French: Mémoires d'Hadrien) is a novel by the French writer Marguerite Yourcenar about the life and death of Roman Emperor Hadrian.
The book was first published in France in French in 1951 as Mémoires d'Hadrien, and was an immediate success, meeting with enormous critical acclaim.
Antinous was born to a Greek family in Bithynion-Claudiopolis, in the Roman province of Bithynia in what is now north-west Turkey.
He joined the entourage of the Emperor when Hadrian passed through Bithynia in about 124, and soon became his beloved companion who accompanied him on his many journeys through the empire.
Although some have suggested the two might have had a romantic relationship, it is uncertain if this was true.
In October 130, according to Hadrian, "Antinous was drowned in the Nilus."
It is not known whether his death was the result of accident, suicide, murder, or religious sacrifice.
After his death, the grief of the emperor knew no bounds, causing the most extravagant respect to be paid to his memory abd he decreed his deification.
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Note: Since posting this a week ago, I also said goodbye to the DSLR. I have posted some thoughts on that at this link.
I got my A7R-ii about three weeks ago, and one of the Zeiss Batis lenses, the 25mm, arrived tend days back. I have been swamped with multiple projects, and I have not had the time to extensively test it yet.
So far, I have been taking a few test shots that are likely to be of interest only to me (trying to evaluate which of my legacy lenses are still relevant in the context of the whopping 42MP resolution the camera offers).
I also covered a wedding in the family that had three separate events. Unfortunately, I can't publish the photos on flickr, but I took a lot of people pictures with the A7R-ii and three lenses, the Leica 50 APO, the Zeiss 25 Batis and the Sony 70-200 f/4, both in available lighting and with the Sony flash. The A7R-ii came through and delivered with absolutely no issues. Until this, I used to use my Nikon D810 + Nikon flash(es) for all people events, but the A7R-ii gave me no reason to miss my D810 in the slightest.
To my surprise, I saw that three of the four pro photographers at the wedding were shooting with A7-ii and A7R-ii, one of them with an AF adapter and Canon lenses. The fourth had a Canon 5DMK3. They were also shooting 4K video with the Panasonic GH4. I ended up chatting with a couple of them who confirmed something I've said many times before: the DSLR is at the edge of a precipice, about to roll off.
I think it's over for most DSLRs. The mirrorless cameras are killing them. Between the A7x full frame cameras, some really excellent APS-C cameras from Sony, Fuji and Samsung, MFT cameras from Olympus and Panasonic, and now, excellent 1" sensor cameras from Sony and Panasonic, the DSLR has become the next dinosaur after the rangefinder.
There are plenty of people on the web who have been reviewing the A7R-ii, so there is no point in me repeating information already widely available. So I will just mention that Michael Reichmann just did a review of the new Leica S-007 on Luminous Landscape, and his two points of reference were his Pentax 645 (another medium format) and his Sony A7R-ii. The scary part was, the A7R-ii very definitely belonged in such a discussion.
DxOMark just published their latest camera ratings, which shows the A7R-ii has edged past the Nikon D810, which until now, has been the king of 35mm cameras. The D810 is still a formidable camera, of course, and hardly obsolete, and for many use cases, probably still the best. But overall, the A7R-ii is the new Nº 1.
What is also a real eye opener is, 19 of the top twenty 35mm cameras in the DxOMark list are either from Sony or have a Sony sensor! That is really amazing, and shows what a powerhouse Sony has become in digital imaging. Sony also makes sensors for the Apple iPhones.
The A7R-ii is not perfect – it still has a few warts and there are some real simple things Sony could do to make it even better. Some of them are just firmware changes, e.g., stop screwing around with the RAW images and save them as full 14-bit uncompressed files. Others will require hardware changes, so they will have to wait for the A7R-iii or A9 or A13 or whatever the next step up camera Sony puts out.
But the A7R-ii has reached a very high level of maturity for only the second generation of a camera that appeared only ~15 months ago on the scene. I can't think of any other camera that has made such a huge leap in just one generation. Except for the sensor resolution, there is very little that a Nikon D810 can show over a D700, or a Canon 5DS over a 5DMK1.
Of course, the grotesquely overpriced and obsolete Leica M rangefinders have been stagnant for a decade, and over that time, the RF has become largely irrelevant to mainstream photography. I think most DSLRs are headed that way too.
Maybe Nikon and Canon will come out with their own mirrorless cameras. There is always hope of that! Even Leica is rumored to be considering dumping the RF (shh, not so loudly!) in favor of a new Q-like EVF/mirrorless camera with interchangeable lenses (M-mount?) with autofocus, 4K video, etc. (what they should have done five years ago). That should help Leica survive as a niche company, but they would not be competitive with the Sony + Zeiss combo. This game is over, and Sony has won.
So bottom line, the A7R-ii is a very impressive camera and really is the best 35mm camera today for pretty much everything except pro sports with super tele lenses or using in really rugged field conditions. I will take out the A7R-ii on a more extensive test drive in a few weeks after my calendar clears up a little, but from what I've seen so far, it is a keeper.
Above: A7R-ii + Leica 50mm f/2 APO Summicron-M
Below: A7R-ii + Zeiss 25mm f/2 Distagon (Batis)
Further below: A7R-ii + Leica 135mm f/3.4 APO Telyt-M, a new acquisition from a new flickr friend.
Bottom: most recent DxOMark rankings of cameras
From Wikipedia, the free encyclopedia
F-84 Thunderjet
RoleFighter-bomber
ManufacturerRepublic Aviation
First flight28 February 1946
IntroductionNovember 1947
Retired1964 (USAF)
1974 (Yugoslavia)
Primary userUnited States Air Force
Number built7,524
Unit cost
US$237,247 (F-84G)[1]
US$769,330 (F-84F)
VariantsRepublic F-84F Thunderstreak
Republic XF-84H Thunderscreech
Republic XF-91 Thunderceptor
The Republic F-84 Thunderjet was an American turbojet fighter-bomber aircraft. Originating as a 1944 United States Army Air Forces (USAAF) proposal for a "day fighter", the F-84 first flew in 1946. Although it entered service in 1947, the Thunderjet was plagued by so many structural and engine problems that a 1948 U.S. Air Force review declared it unable to execute any aspect of its intended mission and considered canceling the program. The aircraft was not considered fully operational until the 1949 F-84D model and the design matured only with the definitive F-84G introduced in 1951. In 1954, the straight-wing Thunderjet was joined by the swept-wing F-84F Thunderstreak fighter and RF-84F Thunderflash photo reconnaissance aircraft.
The Thunderjet became the USAF's primary strike aircraft during the Korean War, flying 86,408 sorties and destroying 60% of all ground targets in the war as well as eight Soviet-built MiG fighters. Over half of the 7,524 F-84s produced served with NATO nations, and it was the first aircraft to fly with the U.S. Air Force Thunderbirds demonstration team. The USAF Strategic Air Command had F-84 Thunderjets in service from 1948 through 1957.
The F-84 was the first production fighter aircraft to utilize inflight refueling and the first fighter capable of carrying a nuclear weapon, the Mark 7 nuclear bomb. Modified F-84s were used in several unusual projects, including the FICON and Tom-Tom dockings to the B-29 Superfortress and B-36 bomber motherships, and the experimental XF-84H Thunderscreech turboprop.
The F-84 nomenclature can be somewhat confusing. The straight-wing F-84A to F-84E and F-84G models were called the Thunderjet. The F-84F Thunderstreak and RF-84F Thunderflash were different airplanes with swept wings. The XF-84H Thunderscreech (not its official name) was an experimental turboprop version of the F-84F. The F-84F swept wing version was intended to be a small variation of the normal Thunderjet with only a few different parts, so it kept the basic F-84 number. Production delays on the F-84F resulted in another order of the straight-wing version; this was the F-84G.
Design and development
An F-84G at Chaumont-Semoutiers Air Base, France, in 1953
In 1944, Republic Aviation's chief designer, Alexander Kartveli, began working on a turbojet-powered replacement for the P-47 Thunderbolt piston-engined fighter. The initial attempts to redesign the P-47 to accommodate a jet engine proved futile due to the large cross-section of the early centrifugal compressor turbojets. Instead, Kartveli and his team designed a new aircraft with a streamlined fuselage largely occupied by an axial compressor turbojet engine and fuel stored in rather thick unswept wings.[1]
On 11 September 1944, the USAAF released General Operational Requirements for a day fighter with a top speed of 600 mph (521 kn, 966 km/h), combat radius of 705 miles (612 nmi, 1,135 km), and armament of either six 0.50 in (12.7 mm) or four 0.60 in (15.2 mm) machine guns. In addition, the new aircraft had to use the General Electric TG-180 axial turbojet which entered production as the Allison J35.
On 11 November 1944, Republic received an order for three prototypes of the new XP-84—Model AP-23.[1] Since the design promised superior performance to the Lockheed-built P-80 Shooting Star and Republic had extensive experience in building single-seat fighters, no competition was held for the contract. The name Thunderjet was chosen to continue the Republic Aviation tradition started with the P-47 Thunderbolt while emphasizing the new method of propulsion. On 4 January 1945, even before the aircraft took to the air, the USAAF expanded its order to 25 service test YP-84As and 75 production P-84Bs (later modified to 15 YP-84A and 85 P-84B).
Meanwhile, wind tunnel testing by the National Advisory Committee for Aeronautics revealed longitudinal instability and stabilizer skin buckling at high speeds.[1] The weight of the aircraft, a great concern given the low thrust of early turbojets, was growing so quickly that the USAAF had to set a gross weight limit of 13,400 lb (6,080 kg). The results of this preliminary testing were incorporated into the third prototype, designated XP-84A, which was also fitted with a more powerful J35-GE-15 engine with 4,000 lbf (17.79 kN) of thrust.[1]
The first prototype XP-84 was transferred to Muroc Army Air Field (present-day Edwards Air Force Base) where it flew for the first time on 28 February 1946 with Major Wallace A. "Wally" Lien at the controls. It was joined by the second prototype in August, both aircraft flying with J35-GE-7 engines producing 3,745 lbf (16.66 kN). The 15 YP-84As delivered to Patterson Field (present-day Wright-Patterson Air Force Base) for service tests differed from XP-84s by having an upgraded J35-A-15 engine, carrying six 0.50 in (12.7 mm) M2 Browning machine guns (four in the nose and one in each wing root), and having the provision for wingtip fuel tanks holding 226 U.S. gal (856 L) each.
Due to delays with delivery of jet engines and production of the XP-84A, the Thunderjet had undergone only limited flight testing by the time production P-84Bs began to roll out of the factory in 1947. In particular, the impact of wingtip tanks on aircraft handling was not thoroughly studied. This proved problematic later.[1]
After the creation of the United States Air Force by the National Security Act of 1947, the Pursuit designation was replaced with Fighter, and the P-84 became the F-84.
F-84s were assigned to the 27th Fighter Wing, 27th Fighter Escort Wing, 27th Strategic Fighter Wing, 31st Fighter Escort Wing, 127th Fighter Day Wing, 127th Fighter Escort Wing, 127th Strategic Fighter Wing, 407th Strategic Fighter Wing and the 506th Strategic Fighter Wing of the Strategic Air Command from 1947 through 1958.[2]
Operational history
The F-84B, which differed from YP-84A only in having faster-firing M3 machine guns, became operational with 14th Fighter Group at Dow Field, Bangor, Maine in December 1947. Flight restrictions followed immediately, limiting maximum speed to Mach 0.8 due to control reversal, and limiting maximum acceleration to 5.5 g (54 m/s²) due to wrinkling of the fuselage skin. To compound the problem, parts shortages and maintenance difficulties earned the aircraft the nickname, "Mechanic's Nightmare".[1] On 24 May 1948, the entire F-84B fleet was grounded due to structural failures.
P-84Bs of the 48th Fighter Squadron, 14th Fighter Group, 1948.
A 1948 review of the entire F-84 program discovered that none of the F-84B or F-84C aircraft could be considered operational or capable of executing any aspect of their intended mission. The program was saved from cancellation because the F-84D, whose production was well underway, had satisfactorily addressed the major faults. A fly-off against the F-80 revealed that while the Shooting Star had a shorter takeoff roll, better low altitude climb rate and superior maneuverability, the F-84 could carry a greater bomb load, was faster, had better high altitude performance and greater range.[1] As a temporizing measure, the USAF in 1949 committed US$8 million to implement over 100 upgrades to all F-84Bs, most notably reinforcing the wings. Despite the resultant improvements, the F-84B was withdrawn from active duty by 1952.[1]
The F-84C featured a somewhat more reliable J35-A-13 engine and had some engineering refinements. Being virtually identical to the F-84B, the C model suffered from all of the same defects and underwent a similar structural upgrade program in 1949. All F-84Cs were withdrawn from active service by 1952.[1]
The structural improvements were factory-implemented in the F-84D, which entered service in 1949. Wings were covered with thicker aluminum skin, the fuel system was winterized and capable of using JP-4 fuel, and a more powerful J35-A-17D engine with 5,000 lbf (22.24 kN) was fitted. It was discovered that the untested wingtip fuel tanks contributed to wing structural failures by inducing excessive twisting during high-"g" maneuvers.[1] To correct this, small triangular fins were added to the outside of the tanks. The F-84D was phased out of USAF service in 1952 and left Air National Guard (ANG) service in 1957.[1]
The first effective and fully capable Thunderjet was the F-84E model which entered service in 1949. The aircraft featured the J35-A-17 engine, further wing reinforcement, a 12 in (305 mm) fuselage extension in front of the wings and 3 in (76 mm) extension aft of the wings to enlarge the cockpit and the avionics bay, an A-1C gunsight with APG-30 radar, and provision for an additional pair of 230 gal (870 L) fuel tanks to be carried on underwing pylons.[1] The latter increased the combat radius from 850 to 1,000 miles (740 to 870 nmi; 1,370 to 1,610 km).
One improvement to the original F-84 design was rocket racks that folded flush with the wing after the 5-inch HVAR rockets were fired, which reduced drag over the older fixed mounting racks. This innovation was adopted by other U.S. jet fighter-bombers.[3]
A Portuguese F-84 being loaded with ordnance in the 1960s, at Luanda Air Base, during the Portuguese Colonial War.
Despite the improvements, the in-service rates for the F-84E remained poor with less than half of the aircraft operational at any given time.[1] This was primarily due to a severe shortage of spares for the Allison engines. The expectation was that F-84Es would fly 25 hours per month, accumulating 100 hours between engine overhauls. The actual flight hours for Korean War and NATO deployments rapidly outpaced the supply and Allison's ability to manufacture new engines.[1] The F-84E was withdrawn from USAF service in 1956, lingering with ANG units until 1959.
The definitive straight-wing F-84 was the F-84G which entered service in 1951. The aircraft introduced a refueling boom receptacle in the left wing,[4] autopilot, Instrument Landing System, J35-A-29 engine with 5,560 lbf (24.73 kN) of thrust, a distinctive framed canopy (also retrofitted to earlier types), and the ability to carry a single Mark 7 nuclear bomb.[1] The F-84G was retired from USAF in the mid-1960s.
Starting in the early 1960s, the aircraft was deployed by the Força Aérea Portuguesa (FAP) during the Portuguese Colonial War in Africa. By 1972, all four operating F-84 aircraft were supplementing the FAP in Angola.[5]
Flying the Thunderjet
Typical of most early jets, the Thunderjet's takeoff performance left much to be desired. In hot Korean summers with a full combat load, the aircraft routinely required 10,000 ft (3,000 m) of runway for takeoff even with the help of RATO bottles (two or four of these were carried, each producing 1,000 lbf (4.4 kN) of thrust for 14 seconds).[1] All but the lead aircraft had their visibility obscured by the thick smoke from the rockets. Early F-84s had to be pulled off the ground at 160 mph (140 kn, 260 km/h) with the control stick held all the way back. Landings were made at a similar speed, for comparison the North American P-51 Mustang landed at approximately 120 mph (100 kn, 190 km/h). Despite the "hot" landing speeds, the Thunderjet was easy to fly on instruments and crosswinds did not present much of a problem.[6]
An F-84E launching rockets.
Thanks to the thick straight wing the Thunderjet rapidly reached its Mach 0.82 limitation at full throttle and low altitude. The aircraft had sufficient power to fly faster, but exceeding the Mach limit at low altitudes resulted in a violent pitch-up and structural failure causing the wings to break off.[6] Above 15,000 ft (4,600 m), the F-84 could be flown faster but at the expense of severe buffeting. However, the airspeed was sufficiently easy to control to make safe dive bombing from 10,000 ft (3,000 m) possible.[6] The top speed limitation proved troublesome against Soviet Mikoyan-Gurevich MiG-15s in Korea. Slower than the MiG, the F-84 was also unable to turn tightly with a maximum instantaneous-turn load of only 3 Gs followed by rapid loss of airspeed. One F-84E pilot credited with two MiG kills achieved his second victory by intentionally flying his aircraft into pitch-up.[6] The MiGs chasing him were unable to follow the violent maneuver and one crashed into the ground. Luckily for the F-84E pilot, the aircraft did not disintegrate but the airframe did suffer heavy warping. The F-84 was a stable gun platform and the computing gunsight aided in accurate gunnery and bombing. Pilots praised the aircraft for Republic's legendary ruggedness.[6]
Pilots nicknamed the Thunderjet "The Lead Sled".[2] It was also called "The Iron Crowbar", "a hole sucking air", "The Hog" ("The Groundhog"), and "The World's Fastest Tricycle", "Ground Loving Whore" as a testament to its long takeoff rolls.[2] F-84 lore stated that all aircraft were equipped with a "sniffer" device that, upon passing V2, would look for the dirt at the end of the runway. As soon as the device could smell the dirt, the controls would turn on and let the pilot fly off the ground. In the same vein, it was suggested a bag of dirt should be carried in the front landing gear well. Upon reaching V2, the pilot would dump the dirt under the wheels, fooling the sniffer device.[2]
Korean War
The Thunderjet had a distinguished record during the Korean War. Although the F-84B and F-84C could not be deployed because their J35 engines had a service life of only 40 hours, the F-84D and F-84E entered combat with 27th Fighter Escort Group on 7 December 1950.[1] The aircraft were initially tasked with escorting the B-29 Superfortress bombers. The first Thunderjet air-to-air victory was scored on 21 January 1951 at the cost of two F-84s.[2] The F-84 was a generation behind the swept-wing Soviet Mikoyan-Gurevich MiG-15 and outmatched, especially when the MiGs were flown by more-experienced pilots, and the MiG counter-air mission was soon given to the F-86 Sabre. Like its famous predecessor, the P-47, the F-84 switched to the low-level interdiction role at which it excelled.
A KB-29M tanker refueling an F-84E over Korea. F-84Es could only refuel the wingtip tanks separately.
F-84G-26-RE Thunderjet 51-16719 while assigned to the 3600th Air Demonstration Team (USAF Thunderbirds), 1954.
The F-84 flew a total of 86,408 missions, dropping 55,586 tons (50,427 metric tons) of bombs and 6,129 tons (5,560 metric tons) of napalm.[2] The USAF claimed F-84s were responsible for 60% of all ground targets destroyed in the war. Notable F-84 operations included the 1952 attack on the Sui-ho Dam. During the war, the F-84 became the first USAF fighter to utilize aerial refueling. In aerial combat, F-84 pilots were credited with eight MiG-15 kills against a Soviet-claimed loss of 64 aircraft. The total losses were 335 F-84D, E and G models.[2]
Portuguese Overseas War
In 1961, the Portuguese Air Force sent 25 of their remaining F-84G to Angola. There they formed the Esquadra 91 (91st Squadron), based at Luanda Air Base. From then on, the F-84s were engaged in the Angolan Theater of the Portuguese Overseas War, being mainly employed in air strike missions against the separatist guerrillas.
The last F-84 were kept operational in Angola until 1974.
Notable achievements
The F-84 was the first aircraft flown by the U.S. Air Force Thunderbirds, which operated F-84G Thunderjets from 1953 to 1955 and F-84F Thunderstreaks from 1955 to 1956. The F-84E was also flown by the Skyblazers team of United States Air Forces Europe (USAFE) from 1950 to 1955.[1]
On 7 September 1946, the second XP-84 prototype set a national speed record of 607.2 mph (527.6 kn, 977.2 km/h), slightly slower than the world record 612.2 mph (532.0 kn, 985.2 km/h) held by the British Gloster Meteor.[1]
On 22 September 1950, two EF-84Es, flown by David C. Schilling and Col. William Ritchie, flew across the North Atlantic from Great Britain to the United States. Ritchie's aircraft ran out of fuel over Newfoundland but the other successfully made the crossing which took ten hours two minutes and three aerial refuelings. The flight demonstrated that large numbers of fighters could be rapidly moved across the Atlantic.[1]
F-84G was the first fighter with built-in aerial refueling capability and the first single-seat aircraft capable of carrying a nuclear bomb.[1]
On 20 August 1953, 17 F-84Gs using aerial refueling flew from the United States to the United Kingdom. The 4,485-mile (3,900 nmi, 7,220 km) journey was the longest-ever nonstop flight by jet fighters.[1]
In 1955, an F-84G became the first aircraft to be zero-length launched from a trailer.[7]
By the mid-1960s, the F-84/F-84F was replaced by the F-100 Super Sabre and the RF-84F by the RF-101 Voodoo in USAF units, being relegated to duty in the Air National Guard. The last F-84F Thunderflash retired from the ANG in 1971. Three Hellenic Air Force RF-84Fs that were retired in 1991 were the last operational F-84s.
Costs
F-84BF-84CF-84DF-84EF-84GF-84FRF-84F
Airframe139,863139,863150,846562,715482,821
Engine41,65441,65441,488146,02795,320
Electronics7,1657,1654,7619,62321,576
Armament23,55923,55937,43341,71363,632
Ordnance2,7199,2524,529
Flyaway cost286,407 for the first 100
163,994 for the next 141147,699212,241212,241237,247769,300667,608
Cost per flying hour390
Maintenance cost per flying hour185185
Notes: The costs are in approximately 1950 United States dollars and have not been adjusted for inflation.[1]
Variants
Straight-wing variants
The XP-84A (foreground) and YP-84As
XP-84
The first two prototypes.
XP-84A
The third prototype with a more powerful J35-GE-15 engine. This airframe was subsequently modified with a pointed fairing over the intake and lateral NACA intakes were installed into the intake trunks.
YP-84A
Service test aircraft; 15 built.
P-84B (F-84B)
First production version, J35-A-15 engine; 226 built.
F-84C
Reverted to the more reliable J35-A-13 engine, improved fuel, hydraulic and electrical systems; 191 built.
F-84D
J35-A-17 engine, various structural improvements. The pitot tube was moved from the tail fin to the splitter in the air intake with fins added to the wingtip fuel tanks; 154 built.
F84 E&G Thunderjet French Air Force 1951–1955
EF-84D
Two F-84Ds, EF-84D 48-641 and EF-84D 48-661 were modified with coupling devices; 641 starboard wing, 661 port wing for "Tip-Tow Project MX106 Wing Coupling Experiments." An EB-29A 44-62093 was modified with coupling devices on both wings. Because of the difference in landing gear lengths, the three aircraft took off separately and couple/uncoupled in flight. The pilot of 641 was Major John M. Davis and the pilot of 661 was Major C.E. "Bud" Anderson.
"One of the more interesting experiments undertaken to extend the range of the early jets in order to give fighter protection to the piston-engine bombers, was the provision for inflight attachment/detachment of fighter to bomber via wingtip connections. One of the several programs during these experiments was done with a B-29 mother ship and two F-84D 'children', and was code named 'Tip Tow'. A number of flights were undertaken, with several successful cycles of attachment and detachment, using, first one, and then two F-84s. The pilots of the F-84s maintained manual control when attached, with roll axis maintained by elevator movement rather than aileron movement. Engines on the F-84s were shut down in order to save fuel during the 'tow' by the mother ship, and inflight engine restarts were successfully accomplished. The experiment ended in disaster during the first attempt to provide automatic flight control of the F-84s, when the electronics apparently malfunctioned. The left hand F-84 rolled onto the wing of the B-29, and the connected aircraft both crashed with loss of all on board personnel (Anderson had uncoupled so did not crash with the other two aircraft)."[8]
F-84E
J35-A-17D engine, Sperry AN/APG-30 radar-ranging gunsight, retractable attachments for RATO bottles, inboard wing hardpoints made "wet" to permit carrying an additional pair of 230 U.S. gal (870 L) fuel tanks. Most aircraft were retrofitted with F-84G-style reinforced canopies. The fuselage was stretched 15"; the canopy was lengthened 8", the canopy frame was lengthened 12" (accounting for another 4"), and a 3" splice panel was added aft of the canopy. The stretch was not done to enlarge the cockpit but rather to enable a larger fuel tank, provide additional space for equipment under the canopy behind the pilot's seat, and to improve aerodynamics. This can be distinguished from earlier models by the presence of two fuel vents on ventral rear fuselage, the added radar in the nose splitter, and the pitot tube was moved downward from mid-height in the splitter (as on the F-84D) to clear the radar installation. 843 built. F-84E 49-2031 was a test aircraft for air-to-air missiles. F-84E 50-1115 was a test aircraft for the FICON project.
EF-84E
Two F-84Es were converted into test prototypes, to test various methods of air-to-air refueling. EF-84E 49-2091 was used as a probe-and-drogue test aircraft. The probe was mid-span on the port wing. Production aircraft with probes (removable) had the probe fitted to the auxiliary wing tanks. EF-84E 49-2115 was used as a FICON test aircraft with a B-36 host. EF-84E 49-1225 and EF-84E 51-634 were test aircraft for the ZELMAL (Zero-length launch, Mat landing) experiments version for point defense, used the booster rocket from MGM-1 Matador cruise missile.
F-84G
Single-seat fighter-bomber capable of delivering the Mark 7 nuclear bomb using the LABS, J35-A-29 engine, autopilot, capable of inflight refueling using both the boom (receptacle in left wing leading edge) and drogue (probe fitted to wingtip fuel tanks), introduced the multi-framed canopy which was later retrofitted to earlier straight-winged F-84s. A total of 3,025 were built (1,936 for NATO under MDAP). The larger engine had a higher airflow at its take-off thrust than the intake had been designed for. This caused higher flow velocities, increased pressure losses and thrust loss. Commencing with block 20, auxiliary "suck-in" doors were added ahead of the wing leading edge to regain some of the thrust loss. At high engine rpm and low aircraft speeds, such as take-off, the spring-loaded doors were sucked open by the partial vacuum created in the duct. When the aircraft reached sufficient airspeed the ram pressure rise in the duct closed the auxiliary doors.[9] F-84G 51-1343 was modified with a periscope system to test the periscope installation proposed for the Republic XF-103.
F-84KX
Eighty ex-USAF F-84Bs converted into target drones for the United States Navy.
RF-84G
F-84G Thunderjets converted by France and Yugoslavia for recon duty with cameras in the ventral fuselage and modified auxiliary wing tanks.
YF-96A aka YF-84F aka YRF-84K
F-84E 49-2430 converted to swept wing configuration. The "first prototype" for the F-84F Thunderstreak. Canopy and ventral speed brake carried over from Thunderjet. Originally with a V-windscreen, later reverted to the standard Thunderjet flat windscreen. Modified by adding a fixed hook at the weapons bay and anhedral horizontal tailplane to enable FICON tests (trapeze capture) with GRB-36D mother ship. The airframe was capable of higher speeds than the Thunderjet engine could deliver. The YF-84F was a follow on with a larger engine and deepened fuselage.
YF-84F
F-84G 51-1344 converted to swept wing configuration. The "second prototype" for the F-84F Thunderstreak. Fuselage deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A.
YF-84F aka YRF-84F
F-84G 51-1345 converted to swept wing configuration with a pointed nose and lateral intakes. This was a test airframe to evaluate the effects of moving the intakes to the wing roots. Like 1344, the fuselage was deepened by 7 inches (180 mm) to accommodate larger engine. Canopy and ventral speed brake carried over from Thunderjet, tail configuration same as YF-96A. For the swept wing versions of the F-84 series, see Republic F-84F Thunderstreak
Tip-Tow
See EF-84D above, did not become operational. See FICON project
Tom-Tom
Two RF-84K and B-36 wingtip coupling experiment, did not become operational. See FICON project
FICON
F-84E and GRB-36D trapeze system, became operational. See FICON project
Swept-wing variants
Main articles: Republic F-84F Thunderstreak and Republic XF-84H
YF-84F
Two swept-wing prototypes of the F-84F, initially designated YF-96A.
F-84F Thunderstreak
Swept wing version with Wright J65 engine.
RF-84F Thunderflash
Reconnaissance version of the F-84F, 715 built.
RF-84K FICON project
Reconnaissance version of the F model, 25 built to hang from the Consolidated B-36 Peacemaker.
XF-84H Thunderscreech
Experimental supersonic-turboprop version.
YF-84J
Two conversions with the General Electric J73 engine.
Operators
Republic F-84 Thunderjet in the Royal Military Museum at the Jubelpark, Brussels.
Imperial Iranian Air Force F-84G of the Golden Crown aerobatic team.
Republic F-84 Thunderjet at the en:Italian Air Force Museum, Vigna di Valle in 2012.
Royal Norwegian Air Force Republic F-84G Thunderjet.
Portuguese Air Force F-84 Thunderjet.
Belgium
Belgian Air Force operated 213 Republic F-84G from March 1952 until September 1957 and 21 Republic RF-84E
Denmark
Danish Air Force operated 240 Republic F-84G fromApril 1952 until January 1962 and 6 Republic F-84E[10]
France
French Air Force operated 335 F-84G from April 1952 until November 1956 and 46 Republic F-84E
Greece
Hellenic Air Force operated 234 Republic F-84G from March 1952 until June 1960. They equipped the 335, 336, 337, 338, 339 and 340 Squadrons (Μοίρα Δίωξης)
Iran Iran
Imperial Iranian Air Force operated 69 Republic F-84G from May 1957 until September 1961
Italy
Italian Air Force operated 256 Republic F-84G from March 1952 until May 1957[11][12]
Netherlands
Netherlands Air Force operated 166 Republic F-84G from April 1952 until December 1957 and 21 Republic RF-84E
Norway
Norwegian Air Force operated 208 Republic F-84G from June 1952 until Jun 1960 and 6 Republic F-84E from 1951 until 1956 and 35 Republic RF-84F from 1956 until 1970
Portugal
Portuguese Air Force operated 125 Republic F-84G from January 1953 until July 1974
Taiwan (Republic of China)
Republic of China Air Force operated 246 Republic F-84G from June 1953 until April 1964
Thailand
Royal Thai Air Force operated 31 Republic F-84G from November 1956 until 1963
Turkey
Turkish Air Force operated 489 Republic F-84G from March 1952 until June 1966
United States
United States Air Force operated 226 Republic F-84B, 191 Republic F-84C, 154 Republic F-84D, 743 Republic F-84E, 789 Republic F-84G
Yugoslavia
Yugoslavian Air Force operated 231 Republic (R)F-84G from June 1953 until July 1974
Major USAF operational F-84 units
Republic F-84E-15-RE Thunderjet Serial 49-2338 of the 136th Fighter-Bomber Wing, Korea
10th Tactical Reconnaissance Wing: RF-84F (1955–1958)
12th Fighter Escort Wing/Group: F-84E/G/F (1950–1957;1962–1964)
14th Fighter Wing/Group: P/F-84B (1947–1949)
15th Tactical Fighter Wing: F-84F (1962–1964)
20th Fighter Bomber Wing/Group: F-84B/C/D/E/F/G (1958–1959)
27th Fighter Escort Wing/Group: F-84E/G/F (1950–1958)
31st Fighter Escort Wing/Group: F-84C/E/F (1948–1950; 1951–1957)
49th Fighter Bomber Wing/Group: F-84E/G (1951–1953)
58th Fighter Bomber Group: F-84E/G (1952–1954)
66th Tactical Reconnaissance Wing: RF-84F (1955–1959)
67th Tactical Reconnaissance Wing: (15th & 45th TRS5) RF-84F/K (1955–1958)
71st Strategic Reconnaissance Wing: RF-84F/K (1955–1956)
81st Fighter Bomber Wing/Group: F-84F (1954–1959)
136th Fighter Bomber Wing/Group F-84E (1951–1952) @ K2, also J-13
312th Fighter Bomber Group: F-84E/G (1954–1955)
363rd Tactical Reconnaissance Wing: RF-84F (1954–1958)
366th Fighter Bomber Wing/Tactical Fighter Wing: F-84E,F (1954–1958;1962–1965)
401st Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1957)
405th Fighter Bomber Wing/Tactical Fighter Wing: F-84F (1953–1956)
407th Strategic Fighter Wing: F-84F (1954–1957)
474th Fighter Bomber Wing: F-84D/E/G (1952–1953)
506th Strategic Fighter Wing: F-84F (1953–1957)
508th Strategic Fighter Wing: F-84F (1952–1956)
3540th Combat Crew Training Wing: F-84E (1952–1953)
3600th Combat Crew Training Wing: F-84D/E/G/F (1952–1957)
Redesignated 4510th CCTW with F-84D/F (1958)
3645th Combat Crew Training Wing: F-84E/G (1953–1957)
4925th Test Group (Atomic): F-84E/F/G (1950–1963)
Royal Netherlands Air Force operational F-84 units
JVS-2 (Jacht Vlieger School): RF-84E (1953)
306 Squadron: F-84G (1953–1954) / RF-84E (1954-1957)
311 Squadron: RF-84E (1951-1952) / F-84G (1952-1956)
312 Squadron: RF-84E (1951-1954) / F-84G (1952-1956)
313 Squadron: RF-84E (1953-1954) / F-84G (1953-1956)
314 Squadron: F-84G (1952-1956)
315 Squadron: F-84G (1952-1956)
Aircraft on display
A F-84 during Zero-length launch testing
Croatia
F-84G
10676 Ex-USAF – Rijeka Airport, Omišalj.[13]
Denmark
F-84G
51-9966/KR-A – Aalborg Defence and Garrison Museum, Aalborg[14]
51-10622/KU-U – Aalborg Defence and Garrison Museum[14]
A-777/SY-H – Danmarks Tekniske Museum, Helsingør[15]
KP-X – Danish Collection of Vintage Aircraft, Skjern[16]
RF-84F
C-581 – Flyvestation Karup Historiske Forening Museet, Karup[17]
C-264 – Danish Collection of Vintage Aircraft, Skjern[16]
Netherlands
F-84G
K-171 – Nationaal Militair Museum, Soesterberg.[18]
Norway
F-84G
51-10161 – Flyhistorisk Museum, Sola, Stavanger Airport, Sola, near Stavanger.[19]
51-11209 – Forsvarets flysamling Gardermoen, Oslo Airport, Gardermoen near Oslo.[20]
52-2912 - Ørland Main Air Station
52-8465 – Royal Norwegian Air Force Museum, Bodø[21]
Portugal
F-84G
5131 – Museu do Ar, Sintra Air Base, Sintra.[22]
5201 - Military and Technical Training Center of the Air Force, Ota (Alenquer).[23]
Serbia
F-84G
10501 – Ex-USAF 52-2936, c/n 3050-1855B Museum of Aviation, Nikola Tesla Airport, Belgrade.[24][verification needed]
10525 – Ex-USAF 52-2939, c/n 3050-1858B Museum of Aviation, Nikola Tesla Airport, Belgrade.[25][verification needed]
10530 – Ex-USAF 52-8435, c/n 3250-2260B Museum of Aviation, Nikola Tesla Airport, Belgrade.[26][verification needed]
Slovenia
F-84G
10642 Ex-USAF 52-2910, c/n 3050-1829B – Pivka Military History Park, Pivka.[27]
Thailand
F-84G at the Royal Thai Air Force Museum
F-84G
51-10582 Ex-USAF and retired Royal Thai Air Force fighter in Royal Thai Air Force Museum
Turkey
110572 F-84G at Atatürk Airport.
F-84G
10572 – Istanbul Aviation Museum.
19953 – Atatürk Airport, İstanbul.
RF-84F
1901 – Istanbul Aviation Museum.
1917 – Istanbul Aviation Museum.
United States
YP-84A
45-59494 – Discovery Park of America, Union City, Tennessee. Formerly at Octave Chanute Aerospace Museum at the former Chanute Air Force Base in Rantoul, Illinois.[28][29]
F-84B
45-59504 – Cradle of Aviation Museum in Garden City, New York.[30]
45-59556 – Planes of Fame Museum in Chino, California.[31]
46-0666 – Mid-Atlantic Air Museum in Reading, Pennsylvania.[32]
F-84C
47-1433 – Pima Air and Space Museum, adjacent to Davis-Monthan Air Force Base in Tucson, Arizona.[33]
47-1486 – Goldwater Air National Guard Base, Sky Harbor International Airport in Phoenix, Arizona.[34]
47-1498 – EAA Airventure Museum in Oshkosh, Wisconsin.[35]
47-1513 – Kansas Aviation Museum at McConnell Air Force Base in Wichita, Kansas.[36]
47-1530 – Cannon Air Force Base, New Mexico.[37]
47-1562 – Pueblo Weisbrod Aircraft Museum in Pueblo, Colorado.[38]
47-1595 – March Field Air Museum at March Air Reserve Base (former March Air Force Base) in Riverside, California.[39]
F-84E
F-84E at the USAF Museum
49-2155 – Yanks Air Museum in Chino, California.[40]
49-2285 – Texas Military Forces Museum in Austin, Texas.[41]
49-2348 – American Airpower Museum in East Farmingdale, New York.[42]
50-1143 – National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. It was obtained from Robins Air Force Base, Georgia, in October 1963.[43]
51-0604 – Museum of Aviation at Robins Air Force Base, Georgia.[44]
F-84G
51-0791 – Springfield Air National Guard Base, Springfield, Ohio.[45]
51-11126 - under restoration to airworthiness by a Vulcan Warbirds Inc. for the Flying Heritage Collection in Seattle, Washington.[46][47]
52-3242 – Hill Aerospace Museum, Hill Air Force Base, Utah.[48]
52-8365 - under restoration to airworthiness by a private owner in Edmonds, Washington.[49][50]
Specifications (F-84G Thunderjet)
Line drawing of F-84C
Data from Encyclopedia of US Air Force Aircraft and Missile Systems[1]
General characteristics
Crew: one
Length: 38 ft 1 in (11.60 m)
Wingspan: 36 ft 5 in (11.10 m)
Height: 12 ft 7 in (3.84 m)
Wing area: 260 ft² (24 m²)
Empty weight: 11,470 lb (5,200 kg)
Loaded weight: 18,080 lb (8,200 kg)
Max. takeoff weight: 23,340 lb (10,590 kg)
Powerplant: 1 × Allison J35-A-29 turbojet, 5,560 lbf (24.7 kN)
Performance
Maximum speed: 622 mph (540 kn, 1,000 km/h,Mach .81)
Cruise speed: 475 mph (413 kn, 770 km/h)
Range: 1,000 mi (870 nmi, 1,600 km) combat
Ferry range: 2,000 mi (1,700 nmi, 3,200 km) with external tanks
Service ceiling: 40,500 ft (12,350 m)
Rate of climb: 3,765 ft/min (19.1 m/s)
Wing loading: 70 lb/ft² (342 kg/m²)
Thrust/weight: 0.31 lbf/lb
Armament
6 × .50 in (12.7 mm) M3 Browning machine guns, 300 rpg
Up to 4,450 lb (2,020 kg) of rockets and bombs, including 1 × Mark 7 nuclear bomb
Avionics
A-1CM or A-4 gunsight with APG-30 or MK-18 ranging radar
F-84F Thunderstreak
Republic XF-91 Thunderceptor
XF-84H Thunderscreech
Aircraft of comparable role, configuration and era
Dassault Ouragan
de Havilland Venom
Gloster Meteor
Grumman F9F Cougar
Grumman F9F Panther
McDonnell XF-85 Goblin
Pirate and Crunchy bring their formation of L-39s past the crowd on Saturday afternoon.
To view a hi-res version and for more information visit my website:NAS Oceana Air Show 2015
#Bangalore
#Karnataka
#India
#Asian Koel
#Feb2017
Canon 1D MK IV
Canon 500MM
ISO 640
1/1600
F9.0
Manual Exposure
Evaluative Metering
Hope you like it :)
Thanks for looking.
Anupam!!
Landing at RAF Lakenheath as ‘Tabor 12’
"aircraft and personnel assigned to both the 134th Fighter Squadron and 158th Maintenance Group, Vermont Air National Guard travelled to the 48th Fighter Wing at RAF Lakenheath, England to perform tests alongside their Airmen, personnel from the F-35 Joint Program Office, and members of the Air Force Research Laboratory.
Tests and evaluations were conducted to collect acoustic and bioenvironmental data in protective aircraft shelters specific to the F-35A Lightning II. Aircraft were run for two days in different shelters, while the rest of the two-week visit involved equipment set-up and test calibration.
“Given the fact that the engines, sound, and thrust profile are very different between airframes, this test was necessary to determine the parameters of safe shelter operation,” said Tech. Sgt. Galen Topper, an F-35 maintainer assigned to the 158th MXG. “We set out to find out at which location in the shelter the aircraft could run without exceeding the safe limits for noise, dangerous gas, and engine exhaust.”
“The shelters we tested have been in place at Lakenheath since late in the Cold War and have sheltered many aircraft, the most recent of which being the F-15,” continued Topper regarding the 48th FW’s facilities.
Also known as the “Statue of Liberty Wing”, the 48th FW is home to the U.S. Air Force’s first F-35A unit to be activated in Europe: the “Valkyries” of the 495th Fighter Squadron.
Tests were completed using sensitive microphones and sensors on and around the F-35As to obtain accurate noise-level measurements. Air-quality sampling equipment was also positioned around the concrete shelter and in the cockpit.
According to Topper, all test data was safely collected with no incidents.
In total, seven “Green Mountain Boys” maintainers flew to England for this test: two from low-observable, two crew chiefs, and two avionics specialists, along with one trip lead from the tactical aircraft maintenance squadron. Additionally, two F-35A pilots assigned to the 134th FS, Capt. Zachary “Kit3” Smith and Capt. Brendan “Beastie” Boyd, also participated in this evaluation.
“Each jet should have one of these hardened shelters on base. The tests were to make sure that everything was safe for the jet and us – the pilots and maintainers – and to certify those shelters before [the 48th Fighter Wing’s] jets arrive by the end of this year,” said Smith.
This testing was conducted in preparation for the “Liberty Wing” to base two squadrons of approximately 24 F-35As each, with the first two jets scheduled to be delivered to the U.K. toward the end of 2021.
“This was a step that was necessary to get F-35s there, which is the partnership we have with the U.K.,” said Smith. “People were very thankful at Lakenheath that we did this. The F-35 JPO and AFRL said we were a big help. It was meaningful that we did something that was helpful to the F-35 enterprise.”
Reflecting on this opportunity, Topper said that the “Green Mountain Boys” were able to provide a large service to the 48th FW by completing this testing before their first aircraft arrival. "
2/7/22 Canadian National Track Evaluation Systems 1501 sneaks through Hattiesburg and into Bell Yard for a night's sleep, before continuing its work the following day.
Great spot on the creek where the mines were located
Opal Creek Wilderness OR
See all my photos and art on my website: www.jacobarciniega.com
IG: @jacobarciniega
Extraterrestrial Vegetation Evaluator from the movie WALL-E.
Submitted to the Flickr group 7 Days of Shooting.
Wild birds accustomed to people.
It seems to be wary of lifting his neck, but they are checking to get bait.
In other words, I have been judged whether it is beneficial for them or not.
McDonnell Douglas F/A-18D Hornet of Air Test and Evaluation Squadron Three One (VX-31) "Dust Devils" from NAWS China Lake flying at low level through Rainbow Canyon in California's Death Valley National Park. This canyon (also known as Star Wars Canyon) is part of the JEDI Transition linking sections of the Sidewinder Low Level Route in the US military R-2508 Complex.
French postcard by Editions Superluxe, Paris, no. 13. Picture: Walt Disney Productions. Publicity still for Cinderella (Clyde Geronimi, Wilfred Jackson, Hamilton Luske, 1950). Caption: With a cup of her magic wand, the good fairy transforms a pumpkin into a magnificent coach.
Cinderella (Clyde Geronimi, Wilfred Jackson, Hamilton Luske, 1950) is seen as both an end and beginning for different eras of the Disney animation studio. The 1930s and early 1940s produced the most critically acclaimed of the Disney animated films, often groundbreaking and experimental in nature, though several of them were commercial flops. The rest of the 1940s involved the release of cheaper package films, films consisting of several short films combined into one. Cinderella was arguably the last product of Disney's 'golden age' and was the first of a new series of lavishly produced full-length feature films. The Disney animated films of the 1950s were in general less artistic and experimental, more commercial in nature. Most of them were box office hits but their critical evaluation often places them below their predecessors. Made on the cusp between the two eras, Cinderella is representative of both eras.
Cinderella (1950) is an adaptation of Charles Perrault's classic fairy-tale from 1697, and the film remains faithful to its origins. Cinderella, the beautiful and kind-hearted daughter, sees her world turn upside down when her beloved mother dies, and her pained father remarries another woman, the wicked Lady Tremaine. She has two equally cruel daughters, the jealous Anastasia and Drizella. But, once more, things will go from bad to worse, When Cinderella's father, too, dies, leaving her all alone in the Lady's clutches to serve as her maid-of-all-work. When her cruel stepmother prevents the shabby and neglected Cinderella from attending the Royal Ball, she gets some unexpected help from the lovable mice Gus and Jaq, and from her Fairy Godmother who has quite a few tricks up her sleeve. Will she find peace and her Prince Charming?
Among the artists responsible for the 'look' of Cinderella (1950), was Mary Blair, whose inspired use of color was greatly admired by Disney. Her elegant French-period backgrounds add tremendously to the quality of the film. But, most important of all' are the believable characters - from Cinderella, right down to Lucifer, the stepmother's deliciously evil black cat. They bring both life and vibrancy to the often-told story, something very difficult to create in an animated film. Disney gave the mice a big role in the main storyline, and this was the key to providing all the humor and suspense needed to spice up the predictable story. The leading mice, Gus and Jaq are delightful creations and the valiant band of mice is given amusing bits of business. A highlight is the 'Cinderella Work Song' in which the mice make a dress for the mistreated Cinderella, full of inventive comic touches and accompanied by the intricate blend of song and animation.
Source: IMDb.
And, please check out our blog European Film Star Postcards.
. Nano Towels Review We've been having frustrating actions from countless customers informing us exactly how effective as well as life-altering this "wonderful" towel has actually been. This" wonderful" towel will certainly not just change your paper towels, however additionally the harmful
CN's Budd RDC 1501 crosses Rock City Rd. A few miles east of Freeport, IL on Canadian National's namesake sub. This little grouping of houses here my Great Grandfather always called "Evarts". Not sure if it had a station or not.
+++ 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 history of Focke Wulf's Fw 190 in Japan started with a rejection: in 1943 a single FW 190 A-5 had been supplied to Japan for evaluation, but at first, the type was not put into production by the Japanese. Anyway, the results of the study by Japanese engineers were incorporated in the design of the Ki-61 fighter. This evaluation did not go unnoticed, since the type received the Allied code-name 'Fred'.
By that time, the teething development problems of Mitubishi's J2M ‘Raiden’ (Thunderbolt) 'Jack' led to a slowdown in production. Biggest issues were the Kasei engine, an unreliable propeller pitch change mechanism and the main undercarriage members. Another drawback of the type was that its design put emphasis on performance and pilot protection rather than maneuverability. By the time the Fw 190 was tested, only fourteen J2M had been completed.
To make matters even worse, the Mitsubishi A7M 'Reppu' fighter was also behind schedule, so that replacements for the A6M 'Zero', backbone of the IJN’s air force, were overdue.
This situation left the Imperial Japanese Navy without a land-based interceptor. The first few produced J2M2 were delivered to the development units in December 1942 but further trials and improvements took almost a year, and it took until June 1944 that the ‘Raiden’ could make its combat debut, during the Battle of the Philippine Sea.
While the Raiden was to be developed further for the high-altitude interceptor role, the IJN decided in January 1944 to adopt the highly effective Fw 190 as a supplementary interceptor for medium heights - only as a stop-gap at first, but the type quickly evolved into various sub-variants, much like in Germany.
License production of the adopted Fw 190 started at Hitachi in May 1944. The original airframe was modified to cater to Japanese needs and customs, and the most obvious difference of the J10F1, how the plane was officially called, was the use of the Mitsubishi MK4R Kasei 23c radial engine instead of the original BMW 801. It was a modified version of the engine in the J2M, but simplified and made more reliable. The engine produced 1.820hp and drove a four-bladed propeller. Another distinctive feature was a small fin fillet, which compensated directional instability due to the longer forward fuselage.
By its pilots, the J10F quickly became called “hueruge” (フエルゲル), a transcription of the Fw 190's German nickname "Würger" (=Shrike).
Variants:
J10F1
The original main variant with the MK4R Kasei 23e and armed with 2× 13.2 mm Type 3 machine guns and 4× 20 mm two Type 99 Model 2 cannons, 354 aircraft produced.
While no official sub-variant was developed or designated, single machines differed considerably in equipment. This included field-modifications like reduced armament for better performance or ground-attack equipment, e .g. racks for a total of four unguided 60kg air-to-air missiles under the outer wings.
J10F1-G
In late 1945 a few J10F1 were modified for the anti-ship role and night attacks, and they received the "-G" suffix for their new land-based bomber role. These planes had a reduced gun armament, flame dampers and an IR sight, similar to the German “Spanner” device.
Most of these planes were to carry special weapons, like a single indigenous Ke-Go 110 heat-seeking guided bomb under the belly, or, alternatively, a copy of the German Bv 246 "Hagelkorn" gliding bomb, which had been delivered to Japan in 1944 for tests and adopted for production. To allow more space under the fuselage while carrying these bombs on the ground, some of these aircraft had a longer tail wheel strut fitted. Additionally, tests were made with a torpedo on the centerline hardpoint. It is uncertain if these weapons were actually used in combat, though.
J10F2
The only variant that was developed so far that it entered service, incorporating many detail modifications and improvements. These included thicker armored glass in the cabin's windshield (from 5.5 cm/2.2” to 7.6cm/3”) and extra armor plating behind the pilot's seat. The wing skinning was thickened in localized areas to allow for a further increase in dive speed. A water-methanol engine boost was added, which allowed an engine output of 2.050 hp for short periods, which boosted the top speed to 695 km/h. 52 were produced.
J10F3
High altitude project with a pressurized cabin, a larger wing span of 11.96 m (39 ft 2 in) and a turbo-supercharged MK4R-C Kasei 23c engine, with the turbo-supercharger mounted behind the cockpit (itself made wider). This doubled the altitude at which the engine could produce its rated power, from 15,750ft up to 30,185ft. The J10F3 only carried two 20mm cannons in the wing roots, but had two extra oblique-firing 20mm cannon installed aft of the cockpit for use against high flying American B-29 bombers (much like the German "Schräge Musik" installments). Two prototypes were completed in June 1945, but the turbo-supercharger proved troublesome, and no further aircraft of this type were produced.
From late 1944 on, the J10F1 was quickly thrown into service and became a nasty surprise for Allied aircraft. The modified Focke Wulf design proved to be agile, fast and much tougher than earlier Japanese fighters, coupled with a relatively heavy armament. Beyond interception duties, the J10F1 was frequently employed in close support and anti-shipping tasks, since its low level handling and ordnance load was excellent.
Its only drawback was - as with the original Fw 190 - that performance dropped at heights above 6.000m. This should not have posed a problem with the J2M, but that type's delay left the Allied high-altitude bomber attacks relatively unharmed, so that the J10F3 version was hastily developed, but failed to realize. In Germany, the similar situation resulted in the Fw 190 D-9 variant and finally in the superb Ta-152.
J10F1General characteristics:
Crew: 1
Length: 9.29 m (30 ft 6¾ in)
Wingspan:10.51 m (34 ft 5 in)
Height: 3.95 m (12 ft 12 in)
Wing area:18.30 m² (196.99 ft²)
Empty weight: 3,490 kg (7,694 lb)
Max. take-off weight: 4,840 kg (10,670 lb)
Performance:
Maximum speed: 656 km/h (408 mph) at 19,420 ft (5,920 m)
Rate of climb:17 m/s (3,300 ft/min)
Range: 800 km (500 mi)
Service ceiling: 12,000 m (39,370 ft)
Engine: 1 Mitsubishi MK4R Kasei 23e radial engine with 1.820hp
Armament:
2 × 13.2 mm Type 3 machine guns, 300 rpg, in the nose
4 × 20 mm two Type 99 Model 2 cannons, 200 rpg, two in the wing roots, two outside of the landing gear.
Three hardpoints, one under the fuselage (max. 500 kg/1.102 lb) and one under each wing for 250 kg/550 lb each for bombs or fuel tanks. Total external ordnance load of 1.000kg (2.205 lb).
The kit and its assembly
The 'Japanese Fw 190' is a popular what-if topic, so I wanted to add my interpretation to the plethora of whifs and replicas of the real test machine. Actually, a clean Fw 190 looks pretty Japanese with its radial engine and sleek lines. When I recently came across a similar build at britmodelers.com, I thought that painting a Fw 190 green/grey and putting some Hinomarus on is logical and simple, but there's more in the subject than just cosmetics. I wanted a bit more... And while the concept remained simple, I had enough ideas and spare parts for a twin combo! In the end, the J10F was built as a pure interceptor and as a 'special purpose' night strike aircraft.
Basically, my limiting design idea for the J10F's design was the idea that Japan would not have received the Fw 190’s original BMW 801 radial engine, so that an alternative powerplant had to be fitted. I had hoped that this would have set the 'new' plane outwardly a bit apart from its German ancestor, and also make you look twice because the result would not be a 1:1 "Japanized" Fw 190 A/F. I tried, but I suppose that the effect is not as 'powerful' as intended – but judge for yourself?
The basic kits for both conversions come from Hobby Boss. It is a simple and clean kit, but with very good fit and engraved details. In an attempt to change the plane's look a little, I tried to transplant other engines - radials, too. Donation parts for both kits come from an Italeri Ju 188, which features two pairs of engines. The radials I used are actually BMW 801’s, too, but they lack the typical cooling fan and the cowlings are 3-4mm longer because they'd carry the engine mountings on the Ju 188's wings. Actually, the fuselage is minimal longer now, maybe 4-5mm, but the shape is still very close to the original Fw 190, so I think that this mod hardly is recognizable at all?
The change was a bit tricky, due to the massive fuselage of the Hobby Boss kit, but it worked. The new cowlings received new cooling louvres and exhaust pipes. New, four-bladed propellers were added, scratch-built from leftover Mosquito NF.30 propellers from the Airfix kit and drop tank front halves.
Otherwise, though, not much was changed, the two kits just differ in equipment details and received Matchbox pilot figures in order to cover up the bleak and very deep cockpit.
The interceptor:
As an interceptor I left the plane clean, without external ordnance. I wanted to emphasize its elegant look, which makes it look like a Ki-43 on casual glance, or even an A6M. The plane carries the normal gun armament (from a Fw 190 A-8), this is supposed to be the original/standard J10F mentioned above.
The night attacker:
The J10F1-G variant saw more modifications, including a new exhaust system with flame dampers built from scratch. Other special equipment comprises an IR sight in front of the canopy, flare protectors, the fuselage hardpoint and the scratch-built Ke-Go 110 bomb. In order to cover the deleted gun access panels under the wings, I added streamlined bomb shackles for two Japanese 60kg bombs each, donated from a Matchbox Ju 87 kit.
About the Ke-Go bomb
This bomb, which looks like a penguin, is a fantasy derivate of a real Japanese development series until summer 1945. In a nutshell, the Ke-Go bomb actually was one of the first “fire and forget” weapons I have heard of. With the guidance of a bolometer seeker and a self-correcting steering mechanism, the bomb would (only) be useable against strong and clear heat sources – a ship’s kettle at night, when surrounding heat level was low, would qualify, and the bomb would be guided by deviation and correction from that heat source - if it locked on correctly, though! My Ke-Go 110 is a smaller version of the original Ke-Go bombs, suitable for lighter planes.
Painting
Being an IJN plane, paint scheme choices for the J10F were rather limited - and since it is a whif plane I stuck to my policy that I rather use a simple/subtle paint scheme.
The interceptor:
For the clean and rather conservative interceptor I settled for a simple IJN Green/Gray livery (N. 2 ‘Aomidori-iro’, a bluish, very dark green and N.10 ‘Hairyokushoku’, respectively), with Testors 2116 and 2117 as basic tones. Yellow wing leading edges were added, cut from an aftermarket decal sheet. As a design twist I painted the engine cowling black, A6M-style. The propeller spinner was painted in red brown (typical Japanese WWII primer color), with an orange tip, matching the arrow symbol decal on the tail fin. The propeller blades were painted with Testor’s ‘Rubber’, #1183.
A slightly worn look was achieved through a light wash with black ink and some dry painting with paler shades of Green (Humbrol 91 and 185) and Aluminum, plus light exhaust marks and gun smoke residues with flat black. Some bare metal spots were added, which also highlight some details and add to the worn look.
All decals for the green fighter come from a Hobby Boss A6M, only the arrows come from the Hobby Boss He 162. Finally, everything was sealed under a semi-matte varnish, for a light shine to the surface – typical IJN machines appear to be rather shiny?
The night attacker:
This variant received a more fantastic and stealthy paint scheme - I wanted to set the plane apart from the clean and shiny interceptor: a grunty, desperate strike aircraft against overwhelming sea forces.
AFAIK, there had not been specific nocturnal cammo schemes at the IJNAS, except for all-green aircraft? A bit boring, I thought, esp. with a typical green/gray sister plane.
So I made up a personal variant: In a first step, upper surfaces were painted in a brownish-grey basic tone, AFAIK called ‘Ameiro’ – it is the color which was used on early Zeroes which were based on carriers, and the tone faded quickly to a light gray. This color is very similar to RAL 7014 ‘Fenstergrau’ and reminds of B.S. ‘Hemp’. I improvised it with a mix of Humbrol 141 (60%), 83 (35%) and a bit of 155 (5%). On top of that a dense array of dark green blotches (Humbrol 185, Chrome Green, at first, and later also with Humbrol 116 for more contrast) was applied, breaking up the plane’s lines and covering the light gray tone almost completely.
Undersides originally sported ‘Ameiro’, too, but they were painted as if they had been covered with a very dark gray tone in the field (Humbrol 67), even leaving out the hinomarus and flaking off everywhere. The black engine cowling was retained.
Hinomaru and squadron emblems come from the same Mitsubishi A6M from Hobby Boss as mentioned above, featuring even less markings. As a side note: I have never seen Hinomaru with a black(!) rim before? I am not certain if this is correct or an authentic modification - it matches the night fighter role perfectly, though. This time I chose a matte varnish, except for the cowling which received some streaks with more shiny semi-matte varnish.
In both cases, cockpit interior surfaces and landing gear wells were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue lacquer on top.
All in all, these pair of rather simple model kit was built in a couple of days, taking the pictures and waiting for good light took almost the same time! I am not 100% happy, because the engine mod is not as obvious as I expected, even though the four-bladed prop and the slightly elongated fuselage give the J10F a menacing and fast look, like a “Baby Tempest”.
Title: Building 11, G, Northwest facade, Boston State Hospital
Creator: Commonwealth of Massachusetts
Date: 1997 February
Source: Boston Landmarks Commission image collection, Dorchester series, 5210.004
File name: 5210004_012_609
Rights: Rights status not evaluated
Citation: Boston Landmarks Commission image collection, Dorchester, Collection 5210.004, City of Boston Archives, Boston
Some students in one of my graduate classes had problems understanding a printed evaluation scale. Well, the Word document did mangle the formatting. Effortlessly uploaded by Eye-Fi
Air Test and Evaluation Squadron Three One (VX-31) "Dust Devils"
NAWS China Lake
Air Test and Evaluation Squadron Three One (VX-31), "Dust Devils", China Lake, California, provides aircraft, test pilots, project officers, and flight test planning oversight for research, development, test, and evaluation (RDT&E) of weapons and platform-related systems.
The Naval Air Warfare Center, Weapons Division (NAWCWD) is an organization within the Naval Air Systems Command (NAVAIR), dedicated to maintaining a center of excellence in weapons development for the Department of the Navy (DoN). NAWCWD has two locations in sunny Southern California; China Lake hosting the land test range and Point Mugu hosting the sea test range.
Nestled in the quiet Indian Wells Valley at the south eastern foot of the Sierra Nevada mountain range in California, China Lake is the premier land range and weapons development laboratory for the Department of the Navy (DoN). Roughly two and a half hours north of Los Angeles, China Lake is within easy driving distance of Southern California's most beautiful country. The Weapons Division at China Lake is hosted by the Naval Air Weapons Station (NAWS).
The McDonnell Douglas AV-8B Harrier II is a family of second-generation vertical/short takeoff and landing or V/STOL ground-attack aircraft of the late 20th century. British Aerospace rejoined the project in the early 1980s, and it has been managed by Boeing/BAE Systems since the 1990s.
Developed from the earlier Hawker Siddeley Harriers, it is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers and large amphibious assault ships. Versions are used by several NATO countries, including the United Kingdom, Spain, Italy, and the United States.
The aircraft is known as the AV-8B Harrier II in United States Marine Corps service and the Harrier GR7/GR9 in British service. Though it shares the designation letter-number with the earlier AV-8A/C Harrier, the AV-8B Harrier II was extensively redesigned by McDonnell Douglas. The AV-8A was a previous-generation Hawker Siddeley Harrier GR.1A procured for the US Marine Corps. These models are commonly referred to as the "Harrier Jump Jet".
Top enlisted U.S. Army Africa Soldiers lecture in Ethiopia
By Rick Scavetta,
U.S. Army Africa Public Affairs
When Sgt. Maj. Brian Warren recently spoke to a group of officers about how to best support new soldiers and the importance of noncommissioned officer evaluations, his words were translated into Amharic - the language of Ethiopia.
Warren, U.S. Army Africa's communications sergeant major, was one of several senior enlisted leaders from U.S. Army Africa and U.S. Africa Command who recently spent time mentoring Ethiopia National Defence Force officers - the core cadre of instructors who will, in turn, help the Ethiopian military build its top enlisted ranks.
The guest lecture program is part of a 12-week course coordinated by U.S. Army Soldiers from Combined Joint Task Force - Horn of Africa. The program takes place at an Ethiopian training camp near Tolay, roughly a four hour drive west of the Ethiopian capital, Addis Ababa.
"We sometimes call this a 'train-the-trainer' program," Warren said.
"In this case, the Ethiopian students ranked from lieutenant to major.
They will go forth and instruct ENDF NCOs to become sergeants major. For them, it's a way forward."
Ethiopia recently established the noncommissioned officer ranks of sergeant major and command sergeant major, Warren said. The discussions covered a variety of topics that sergeants majors might face serving at battalion and brigade levels.
In late-2008, a CJTF-HOA team of U.S. Army NCOs from the Fort Sill, Oklahoma-based 2nd Battalion, 18th Field Artillery Regiment began sharing coursework with ENDF instructors - professional leadership development similar to what U.S. Army NCOs undergo when they progress through enlisted ranks.
Then, ENDF training cadre suggested the U.S. Soldiers offer instructor training to support the newly created senior enlisted ranks. The 2-18th Soldiers began that task in early 2009, offering insight to the ENDF on how they can instruct a sergeant major-level course.
A call went out to U.S. Africa Command for guest mentors to provide support. Sergeants major from U.S. Army Africa and U.S. Africa Command responded. In May, Command Sgt. Major Mark Ripka, U.S. Africa Command's senior enlisted leader, launched the guest visits. Mentors, to include senior enlisted leaders from CJTF-HOA, Special Operation Command-Africa, Marine Forces-Africa began rotating through the program, staying roughly a week at a time.
Supporting the course in Ethiopia is a great way to cooperate with African military counterparts, said Sgt. Maj. Kellyjack Luman, U.S. Army Africa's operations sergeant major, who spent the last week of June in Tolay.
"NCO capacity building will continue to grow, as the ENDF incorporate tools we offer with their own unique requirements," Luman said.
As the U.S. Army celebrates 2009 as the Year of the NCO, Luman said the team of CJTF-HOA NCOs mentoring in Ethiopia exemplifies the NCO ethos at its best.
"Our NCOs are doing a magical job in an austere environment," Luman said. "And they are building lasting relationships."
Like many militaries in Africa, Ethiopia's forces traditionally rely on officers for leadership. The U.S. Army, however, maintains the longstanding professional NCO corps, which offers leadership, guidance and motivation to soldiers of all ranks. That concept is catching on with the ENDF and other African nations who partner with U.S. forces, said Sgt. Maj. Bryan Witzel, U.S.
Army Africa's senior logistics NCO, who just returned from a week at
Tolay.
"Ethiopians appear to be very open people, open to new ideas," Witzel said. "The ENDF is looking to strengthen the capabilities of its NCOs.
They have a clear concept of where they want to go."
Having U.S. Army sergeants major on hand added to the discussion, Witzel said.
"You can have the science of instruction - the lecture on Powerpoint slides," Witzel said. "Our visits provide the art behind the science."
Managing conflicts within an organization is something U.S. Army sergeants major often face. Witzel's lecture covered how "everyday conflicts are part of organizational behavior," he said.
"Our discussion focused on ways to understand and mitigate such conflict and how conflicts are okay if managed properly," Witzel said.
While establishing rapport, the U.S. Army NCOs also assessed ENDF capabilities to find better ways to partner.
"We learn their structure, they learn ours," Witzel said. "In the future, we can work better together in a combined effort."
CAPTION: Command Sgt. Maj. Mark Ripka, U.S. Africa Command,
Africa, took part in a guest lecture series at Tolay, Ethiopia..
U.S. Army photo - submitted
United States Army Africa, Public Affairs
These images are cleared for release and are considered in the public domain. Request credit be given the US Army and individual photographer.
See notes if you're interested! Over all.. I think I did pretty okay :) Plus I learned how to spindle spin, which wasn't even on the list! :D
I'll try to make a new list of goals for 2012 this month. *to be continued*
(oh and yes, I'm interested in your goals too! Let's inspire each other ^_^)
Template
by Anne Madsen
DrawMore - Graphic Facilitation & Visual Recording
Contact:
drawmorestuff (at) gmail.com
"Committed to Safety"
Leaving Castlegar yard, heading east to Nelson. I caught up with the train in the Brilliant, across the Columbia River from Castlegar.
On my YouTube channel
Michael Buchanan
Deputy Chief Investment Officer, Western Asset Management Company
Richard Hunter
Chief Credit Officer, Fitch Ratings
Purnima Puri
Governing Partner, HPS Investment Partners
Christian Stracke
Global Head, Credit Research, PIMCO
John Vibert
Managing Director and President, PGIM Fixed Income
Staci Warden
CEO, Algorand Foundation
"I need to learn how to make pants properly. I don't wera pants often, skirts and dress are all I've ever needed, so I need to make these as cute as any skirt or dress!"
Hachi is crazy about a girl at school and wants more than anything to be her girlfriend. She once overheard her talking "I don't like pants on girls, they're so unflattering and skirts and dresses are so cute and feminine!" and that was that.
~
The sewing machine set is an Our Generation set that i bought from eBay. 100% worth it. There's also an American Girl set too, it's a bit more realistic.
Everything else was whipped up by me The walls are made of foamboard, with paper and contact for the wallpaper. They're put together with pins, and so I can take them apart and flat pack them. I have quite a few of them lol. In the end i hope to make this her entire bedroom, adding another wall, and I also hope to turn the woodgrain wall into traditional Japanese ricepaper windows and a door. Hachi live in an old shrine mansion.
Hachi is a Unoa Sist Mod. Any questions, please don't hesitate to ask
Sample image taken with a Panasonic Lumix GX7 fitted with the Lumix 14-42mm HD lens. These samples and comparisons are part of my Lumix GX7 review at:
www.cameralabs.com/reviews/Panasonic_Lumix_DMC_GX7/
Feel free to download the original image for evaluation on your own computer or printer, but please don't use it on another website or publication without permission from www.cameralabs.com/
Quotation source: Drew Frank, Twitter twitter.com/ugafrank/status/476750574478966784
Image Source (CC): Orin Zebist, Flickr www.flickr.com/photos/orinrobertjohn/2351499538
best in large view View On Black
strobist: speedlite 430 exII in mid softbox camera left, second unit high camera right through umbrella, silver reflector low center
filippo scarpi
Sample image taken with a Sony Alpha A7s Mark II. These samples and comparisons are part of my A7s Mark II review at:
www.cameralabs.com/reviews/Sony_Alpha_A7s_II/
Feel free to download the original image for evaluation on your own computer or printer, but please don't use it on another website or publication without permission from www.cameralabs.com/