View allAll Photos Tagged flight_log
A belted kingfisher (Megaceryle alcyon, Alcedinidae) landing on an emergent log in the low waters of the Rainbow Flowage of the Wisconsin River in Oneida County, northern Wisconsin.
SE302011-3m
This is the flight log of one Maud Tait, aviatrix from Springfield, MA. I like the photo, but what I like even more is getting the chance to use the word "aviatrix".
Jefferson Airplane Flight Log
compilation album (1966–1976)
Signe Anderson – vocals
Marty Balin – vocals
Skip Spence – drums
Paul Kantner – vocals, rhythm guitar
Jorma Kaukonen – lead guitar, acoustic guitar, vocals
Jack Casady – bass
Grace Slick – vocals, piano
Spencer Dryden – drums
Jerry Garcia – guitar, pedal steel guitar, lead guitar
Nicky Hopkins – piano
Will Scarlett – harmonica
David Crosby – vocals, guitar
Mickey Hart – percussion, gongs
Joey Covington – drums, vocals
Papa John Creach – violin
John Barbata – drums
Sammy Piazza – drums
Nick Buck – piano
David Freiberg – vocals, keyboards, bass, rhythm guitar
Craig Chaquico – lead guitar
Jack Traylor – vocals
Chris Ethridge – bass
Tom Hobson – guitar
Pete Sears – bass, rhythm guitar
sleeve design: Acy R. Lehman
Label: Grunt/RCA Records 1976
ex Vinyl-Collection MTP
Building Mosquito aircraft at the De Havilland factory in Hatfield, Hertfordshire, 1943, Test pilot John de Havilland checking the flight log book with two fitters beside a Mosquito after a test flight © IWM TR 928
5149. Arriving in Sydney on March 11, 1953, HMAS VENGEANCE went into a three months refit at Garden Island. Emerging in June to embark her Hawker Sea Fury and Fairey Firefly squadrons, along with Bristol Sycamore 171 helicopters, at Jervis Bay, VENGEANCE became an operational unit of the RAN for the first time.
We believe the deck sign above was made as a way of formally introducing the loaned RN carrier to the RAN Fleet and to the Australian public in the latter part of that year. It was possibly taken when- after working up - VENGEANCE engaged in well-photographed exercises with HMAS SYDNEY [III] and HMAS ANZAC [II] in the Fleet Exercise area in Hervey Bay, Queensland in September-October that year [1953].
It was the first time the RAN had operated two carriers together in its own right, and resulted in a number of widely-published public relations images. The Photostream has shown several. They include:
Pic NO. 21, here:
www.flickr.com/photos/41311545@N05/3807880035 /
Pic NO. 1361, here:
www.flickr.com/photos/41311545@N05/4441644213 /
And Pic NO. 2589, here:
www.flickr.com/photos/41311545@N05/4843802848 /
While the deck sign image itself has been very widely published - it is perhaps the most representative image of VENGEANCE's Australian service - the dating, location and the occasion appeared to have become lost. We'd like to acknowledge the extensive efforts made on the Photostream's behalf by Contributor Kim Dunstan and his friends in the Fleet Air Arm Association of Australia [FAAAA] - in particular John 'Blue' Harrison and Richard Kenderdine - in pinning down the historical context of the photo.
John combed the VENGEANCE Reports of Proceedings at the Australian War Memorial on our behalf, and also traced the family of the late Richard Droughton, a Writer on HMAS VENGEANCE, who had provided a copy of the image to Lt Vince Fazio for his book 'RAN Aircraft Carriers.'
After Kim had sent a copy of the image to the FAAA's 'Slipstream' magazine, Richard combed the flight logs of his late father Lt. [O] Leonard Kenderdine, who had left a similar image in his collection, and undertook a number of flight photography assignments from VENGEANCE.
Many thanks to all for these efforts.
Photo: RAN, it appeared on the RAN Seapower Centre's history webpage for HMAS VENGEANCE, also in Vincent Fazio's book 'RAN Aircraft Carriers' [Naval Historical Society of Australia, Sydney 1997], photo section, credited to the Collection of Ralph Droughton, a writer who had served on VENGEANCE. The photo also appeared in Ross Gillett's 'Warships of Australia' [Rigby Australia, 1977] p131; in Jonathan Nally's 'Aircraft Carriers and Squadrons of the Royal Australian Navy' [Topmill, Sydney] p13; and a number of other sources.
WIKIPEDIA INFO: After the flight of Yuri Gagarin in 1961, Sergey Korolyov, the chief Soviet rocket engineer, came up with the idea of putting a woman in space. On 16 February 1962, Valentina Tereshkova was selected to join the female cosmonaut corps. Out of more than four hundred applicants, five were selected: Tatyana Kuznetsova, Irina Solovyova, Zhanna Yorkina, Valentina Ponomaryova, and Tereshkova. Qualifications included that they be parachutists under 30 years of age, under 170 cm (5 feet 7 inches) tall, and under 70 kg (154 lbs.) in weight.
Tereshkova was considered a particularly worthy candidate, partly due to her "proletarian" background, and because her father, tank leader sergeant Vladimir Tereshkov, was a war hero. He died in the Finnish Winter War during World War II in the Lemetti area in Finnish Karelia when Tereshkova was two years old. After her mission she was asked how the Soviet Union should thank her for her service to the country. Tereshkova asked that the government search for, and publish, the location where her father was killed in action. This was done, and a monument now stands at the site in Lemetti—now on the Russian side of the border. Tereshkova has since visited Finland several times.
Training included weightless flights, isolation tests, centrifuge tests, rocket theory, spacecraft engineering, 120 parachute jumps and pilot training in MiG-15UTI jet fighters. The group spent several months in intensive training, concluding with examinations in November 1962, after which four remaining candidates were commissioned Junior Lieutenants in the Soviet Air Force. Tereshkova, Solovyova and Ponomaryova were the leading candidates, and a joint mission profile was developed that would see two women launched into space, on solo Vostok flights on consecutive days in March or April 1963.
Cosmonauts Andriyan Nikolayev and Valentina Tereshkova on a Hungarian stamp.
Originally it was intended that Tereshkova would launch first in Vostok 5 while Ponomaryova would follow her into orbit in Vostok 6. However, this flight plan was altered in March 1963. Vostok 5 would now carry a male cosmonaut Valery Bykovsky flying the joint mission with a woman aboard Vostok 6 in June 1963. The State Space Commission nominated Tereshkova to pilot Vostok 6 at their meeting on 21 May and this was confirmed by Nikita Khrushchev himself. At the time of her selection, Tereshkova was exactly ten years younger than the youngest Mercury Seven astronaut, Gordon Cooper.
After watching the successful launch of Vostok 5 on 14 June, Tereshkova began final preparations for her own flight. She was 26 at the time. On the morning of 16 June 1963, Tereshkova and her back-up Solovyova were both dressed in spacesuits and taken to the launch pad by bus. After completing her communication and life support checks, she was sealed inside the Vostok. After a two-hour countdown, Vostok 6 launched faultlessly, and Tereshkova became the first woman in space. Her call sign in this flight was Chaika (English: Seagull; Russian: Ча́йка), later commemorated as the name of an asteroid, 1671 Chaika. Although Tereshkova experienced nausea and physical discomfort for much of the flight,[5] she orbited the earth 48 times and spent almost three days in space. With a single flight, she logged more flight time than the combined times of all American astronauts who had flown before that date. Tereshkova also maintained a flight log and took photographs of the horizon, which were later used to identify aerosol layers within the atmosphere.
Vostok 6 was the final Vostok flight and was launched two days after Vostok 5 which carried Valery Bykovsky into a similar orbit for five days, landing three hours after Tereshkova. The two vessels approached each other within 5 kilometers (3.1 mi) at one point, and Tereshkova communicated with Bykovsky and with Khrushchev by radio.
Even though there were plans for further flights by women, it took 19 years until the second woman, Svetlana Savitskaya, flew into space. None of the other four in Tereshkova's early group flew, and in October 1969 the pioneering female cosmonaut group was dissolved. SCAN AND REMASTERED by Dan Beaumont.
I finally inspected the K185 flight log from the computer in the Firestorm54 rocket. This was a long-burn motor launched in the Black Rock Desert at BALLS.
Red is acceleration and Blue is altitude over time, in seconds, on the x-axis.
The booster burned for 4.9 seconds, providing 10.6 Gs of acceleration, and reaching a top speed of 725 MPH. At this altitude, it was .98 Mach, and continued to climb for 25.3 seconds.
I am impressed with the RockSim rocket simulation software. Before the flight, it predicted a peak airspeed, maximum acceleration, and time to apogee that were 98% of actual measured values.
I have not uploaded the launch photo for this one, but it looks pretty similar to the K550 (but with the nose cone on!) and the J350 launches.
Preparing the avionics. For the LOC IV, we used the simple tilt sensor seen at the bottom, to electronically ignite the black powder ejection charge after apogee. Since I am flying an experimental motor with an uncharacterized thrust curve, I can’t estimate in advance how long of a delay to use from launch to apogee. So the magnetic tilt sensor can sense when the nose cone starts to point downward, and can pop the chute. (it’s important that the rocket not fall over between arming it and launch =) This avionic package was pulverized into rubble in the flight right after mine as that rocket did a ballistic nose dive into the playa. We recovered all the little bits, even the blue capacitor.
Above it is the more sophisticated MC1 motor controller, prepping for insertion into my Firestorm54. It logs altitude with a barometer and triggers the smaller drogue chute ejection charge at apogee with an accelerometer (since the barometric readings become irregular at the Mach transition). It uses the barometric sensor to deploy the main chute when the rocket slowly falls back to 800ft. altitude.
It interfaces to a PC to give a flight log. So I know that I broke 10K ft. with my Firestorm54 on an Aerotech K185 long-burn motor, and my friend Erik used it to successfully break Mach1 with his Vertical Assault on a K695 redline motor.
(Next)
Sarah Shepherdson July 24, 2013
Quick note to say how much I'm enjoying Airship 27's output these days. Big fan of lots of classic characters, especially Sherlock Holmes, Robin Hood, Sinbad. Excited to see there are writers and editors out there who "get" what makes them great.
Very happy with my latest books from you, esp. the Robin Hood one. I loved the payoff on that, worth the wait. Tell I.A. Watson he's really understood what makes those characters tick. A definite winner.
Also tell Rob (Davis, Art Director) the artist that he knocked this one out of the park ;-) I really like his period work, like on this one and Sherlock Holmes. He really catches moods.
Keep up the good work. I always check your Flight Log (Ron Fortier's blog) to see whats coming up and I buy what I can afford. Jazzed about the Houdini you mentioned on your blog.
ATLANTIC OCEAN (Oct. 2, 2015) The F-35 Lightning II Pax River Integrated Test Force (ITF) is conducting the second phase of F-35C carrier suitability and integration developmental testing (DT-II) aboard USS Dwight D. Eisenhower (CVN 69). Based at Naval Air Station Patuxent River, the highly diverse cadre of PAX ITF technicians, maintainers, engineers, logisticians, support staff and test pilots have flown nearly 500 flights, logged more than 700 flight hours, and achieved almost 3,400 test points since January 2015. (U.S. Navy Photo Courtesy Lockheed Martin Photo by Andrew McMurtrie/Released)
Flight log copy courtesy of Cil Holloway, Lt. Herbert Salyer's daughter. Flight log containing entry for rescue of pilot Lt. Joseph J. DeVona, entry Jan. 17, 1945.
I set camera to panorama and flipped through 5 slides in my "Pima Air and Space Museum" album. See if you can find the 5 consecutive slides here: www.flickr.com/photos/quasidogo/sets/72157634976151824
Oh fucks, I made this same mistake at an airport in Japan too, turning off what I thought was a taxiway towards maintenance/emergency facilities
Is that... windsock... fucks sake yes it's pointed away from me so I'm taking off with a tail wind. Good job, ATC. Well it's not much of one and plenty of runway I should be fine
the moon starts to redden as it sets into the thicker haze on the horizon. Passing over Long Branch now with Rt. 36 snaking westwards
Taxiing to the runway and at first I think the sock is backwards until I check my compass and realize oops, I started at the north end of the field. In my head I thought I was hangared at the south end of the field
Oops was using out of date nav data and after changing freq was able to pickup the VOR and localizer
Taxiing out at last. Conditions off in the direction I'm heading don't look promising but I'm going to give it a shot. Flight sim - fuck around and find out!
Oops in my boredom of playing with switches and poking around the cockpit I accidentally triggered the manual gear switch. Thankfully cruise speeds are still below max gear extension speeds and they didn't fully deploy anyways
Contacting ATC for flight following, which in my book gives me "go wherever the fuck you want" privileges
Fucks sake everything messing up now after that perfect departure - transponder resets to 7000 for some reason. I switch it back to 1200. However now that I think about it 7000 would have been correct since I'm no longer in Australia. Derp
Full reverse and still almost ran out of runway. Phew! Dammit I did not manage to turn off YD before landing. Oh well - such a great start to the flight no wonder I managed to fuck it up so much in the end
Doing a stall check - yup I heard the horn and my speedo needle did not move - pitot tube frozen. Good to know
#GOT7 #FLIGHT_LOG #TURBULENCE #Hard_Carry
GOT7
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