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Virginia National Guard Soldiers assigned to Task Force Red Dragon return to Virginia and reunite with loved ones and fellow Soldiers Sept. 30, 2022, in Sandston, Virginia, after serving on federal active duty since November 2021. More than 1,000 Virginia and Kentucky National Guard troops under the command of the Lynchburg-based 1st Battalion, 116th Infantry Regiment, 116th Infantry Brigade Combat Team conducted security operations throughout the Horn of Africa and provided the East Africa Response Force in support of the U.S. government for crisis response throughout East Africa. A transfer of authority ceremony with the New York Army National Guard’s 1st Battalion, 69th Infantry Regiment was conducted Sept. 19. More Soldiers will return to Virginia in the coming weeks after completing administrative tasks transitioning them back to a traditional National Guard status, but an exact date for their return has not been finalized. Members of the Virginia Defense Force volunteered their time to assist with traffic management and parking. Read more about Task Force Red Dragon at ngpa.us/21523, and mission highlight photos from Africa are on Flickr at ngpa.us/21686. (U.S. Army National Guard photo by Sgt. 1st Class Terra C. Gatti)
My first time figuring out how to use lighting underwater took me a while but i figured it out after a while. I used a sigma 10mm fish eye and an underwater housing unit
170508-N-N0901-003 GULF OF TADJOURA, Djibouti (May 08, 2017) Explosive Ordnance Disposal Technician 1st Class David Hanaumi, assigned to Task Force SPARTA, communicates with his dive supervisor through line-pull signals during emergency drills as part of supervisor qualification training in the Gulf of Tadjoura, Djibouti, May 8, 2017. U.S. 6th Fleet, headquartered in Naples, Italy, conducts the full spectrum of joint and naval operations, often in concert with allied, joint, and interagency partners, in order to advance U.S. national interests and security and stability in Europe and Africa. (U.S. Navy photo by Explosive Ordnance Disposal Technician 2nd Class John Morfogen/Released)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
During the Second World War, the Slovak Air force was charged with the defense of Slovak airspace, and, after the invasion of Russia, provided air cover for Slovak forces fighting against the Soviet Union on the Eastern Front While engaged on the Eastern Front, Slovakia’s obsolete biplanes were replaced with German combat aircraft, including the Messerschmitt Bf 109 and the Focke Wulf Fw 190. The air force was sent back to Slovakia after combat fatigue and desertion had reduced the pilots' effectiveness. Slovak air units took part in the Slovak National Uprising against Germany from late August 1944.
Towards the end of the war, General Alois Vicherek left Britain for the Soviet Union, where he was supposed to take over command of the Czechoslovak Air Force in the USSR. However he only arrived on May 1, 1945, when the war was almost over. Vicherek was happy to serve an Eastern Bloc Czechoslovakia, and on May 29, 1945, he was appointed the Commander of the Czechoslovak Air Force.
Initial equipment of the Czechoslovak Air Force directly after WWII consisted mainly of surviving German aircraft, and parts and tools in the factory sites on Czechoslovak territory. One of these “indigenous” types were the Avia S-99 (a Bf 109G-6) and the S-199, a Bf 109 derivate with a Junkers Jumo 211 F engine that actually belonged to the He 111 bomber. Another similar family consisted of the Avia S-90 and S-91: the S-90 was a Fw 190 A-8, while the S-91 was built from unfinished Fw 190 A-8 airframes and spare parts, and due to the lack of engines outfitted with a Soviet Shvetsov ASh-82FNU engine and other Soviet equipment.
All these aircraft were built or made airworthy by the two aircraft factories in Czechoslovakia: one of them officially called závod Avia (Avia Plant) (1946–48) and závod Avia-Jiřího Dimitrova (Avia-George Dimitroff-Plant, 1948–49) in Čakovice near Prague, as a post-war corporative part of the Automobilové závody, n.p. [Automotive Works, National Corp.], and the other one called závod Vysočany (Vysočany Plant, 1948–49) in Prague, as a corporative part of Letecké závody, n.p. [Aviation Works, National Corp.] They were effectively constructed with parts and plans left over from Luftwaffe aircraft production that had taken place under the country's German occupation during the war.
While around 550 S-199s were built and even exported to Israel, the S-90 and S-91 were only produced in small numbers, and only for the Czechoslovak Air Force. About 40 S-90 were taken into service in 1946, while the assembly of the S-91 with its different engine and other adaptations started in 1948, and less than 20 were built from existing materials – none was actually newly manufactured.
The S-91 was easy to recognize by its bigger fin with a square outline, as well as the different cowling with its oil cooler underneath the ASh-82FNU. This was an improved M-82FN with more boost pressure and RPM and the power output increased to 1,380 kW (1,850 hp). The different engine and its radiator fan called for a different spinner, too, so that the nose profile differed considerably from the Fw 190 A-8, even though most of the internal structure was still the same.
Armament of the S-91 consisted of four Nudelman-Suranov NS-23 23 mm cannons in the wings (one pair in the wing roots, synchronized to fire through the propeller disc, and another pair outside of the landing gear wells) with 125 RPG, the fuselage-mounted machine guns of the Fw 190 A-8 were omitted to save weight. The original underfuselage hardpoint for a drop tank or a bomb of up to 500 kg (1.102 lb) caliber was retained, as well as optional hardpoints under the wings for bombs or other ordnance of up to 250 kg (551 lb) weight, even though the S-90 and S-91 were almost exclusively used in the fighter role. Both types were very popular among the crews, as they were both much more agile and better armed than the rather sluggish S-199, which was cheaper to produce, though.
The S-90’s and S-91’s service career was short, though: from 1955 Czechoslovakia became a member of the Warsaw Pact. Because of this, the Czechoslovak Air Force started to use Soviet aircraft, doctrines, and tactics, and with the purchase of equipment of Soviet origin the leftover WWII relics were soon retired. Nevertheless, both received the NATO ASCC reporting names ‘Finch A & B’, respectively. The S-90 was phased out until 1958, the slightly superior S-91 followed soon in 1960, when both were replaced by MiG-15 jet fighters.
General characteristics
Crew: 1
Length: 9.10 m (29 ft 7 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: 3.170 kg (7.010 lb)
Loaded weight: 4.400 kg (9.700 lb)
Max. takeoff weight: 4,900 kg (10,800 lb)
Powerplant:
1× Shvetsov ASh-82FNU air-cooled radial engine with a two-stage supercharger and fuel injection, rated at 1,380 kW (1,850 hp)
Performance:
Maximum speed: 685 km/h (426 mph) at 6,600 m (21,655 ft), 710 km/h (440 mph) at 37,000 ft (11,000 m)
Range: 950 km (590 mi), clean and with internal fuel only
Service ceiling: 12,000 m (39,370 ft)
Rate of climb: 758 m/min (2,487 ft/min)
Wing loading: 241 kg/m² (49.4 lb/ft²)
Power/mass: 0.29-0.33 kW/kg (0.18-0.21 hp/lb)
Armament:
4× Nudelman-Suranov NS-23 23 mm cannons with 125 RPG in the wings
Up to 1.000kg (2.202 lb) of external ordnance on three hardpoints under the fuselage and under the outer wings (rarely used)
The kit and its assembly:
Another whif inspired by someone else’s idea. This time, the model was inspired by Czech-based fellow user PantherG at whatifmodelers.com, who posted a profile of a Fw 190 A-8 in Czechoslovak Air Force markings, the Avia S-90 - the latter must have been an authentic designation, but I could not find any proof for a service use of the Fw 190 A-8 in the Czechoslovak Air Force?
Anyway, the post-WWII idea had its charm, and I liked PantherG's idea of a rather ugly livery in RLM colors. So much that I decided to build it in hardware form! But, as things evolved, I decided to add a personal twist to the model, taking the original idea one step further.
This led directly to “my” S-91: a re-engined variant of the S-90 – I found parts for a Shvetsov ASh-82 engine in my scrap box, and thought THAT could be a fine alternative…?
The basic kit is the Academy Fw-190 A-8, a solid model with some flaws (e .g. a rather clumsy landing gear), but with good fit and overall details. It is mostly built OOB, with only minor mods: The engine cowling was re-shaped with putty, two ram air scoops for the twin turbochargers were added and a chin oil cooler was mounted added. A new propeller with the typical, different radiator fan was scratched from various single parts (I assume there are He 100D, Spitfire and I-210 parts in it!).
As an additional design twist the Fw 190 fin was replaced by a leftover Me 163 donation part, making it taller and slightly larger in area. This change was not really necessary, but I wanted to change the Fw 190's classic outline a little, for a more modern and Lavochkin La-9/11-like look.
Unfortunately the model suffered from a major crash from the work bench, just before I wanted to apply decals - the fin was ripped apart. I tried to fix it, but the damage can still be recognized.
The fuselage hardpoint comes from a Hobby Boss Fw 190, but it was left empty. In the cockpit a different seat was added, as well as a Matchbox pilot figure and a scratched gun sight. Hollow steel needles were used as gun barrels on the wings.
Painting and markings:
As already mentioned, I liked the rather ugly choice of camouflage that PantherG suggested for his S-90: RLM 75 & 81 (Grauviolett & Braunviolett, yuck!) from above and RLM 76 for the lower sides. Despite the kit mods I decided to stick to PantherG's original design as much as possible - I just changed the aircraft's squadron, since I found appropriate emblems in the stash (see below). Another motivation was that I wanted to see how sick this would actually look like on a Fw 190…
I used ModelMaster Authentic enamels for the upper surfaces authentic RLM tones (2085 & 2090), and I tried the new RLM 76 from Humbrol (#247) for the lower sides.
Compared with the Modelmaster enamel, Humbrol 247 is slightly lighter and recognizably more turquise, almost like RLM 65, and close to Humbrol 128 (FS 36320). In contrast to the poor RLM 83 (Humbrol 253) which I recently used and which failed miserably, the RLM 76 paint is fine: Opaque, good to apply with a synthetic brush, dries up quickly and with an even, matt finish. I hope the horrible 253 enamel is/was just a one-off!
After basic painting, the kit received a black ink wash and some dry painting on panels for weathering and visual drama (with Humbrol 155, 140 and 127), as well as some very light dry-brushed silver on leading edges – the aircraft was supposed to look used, but not too worn. Exhaust an soot stains were also added, with grinded graphite.
All interior surfaces were painted in Extra Dark Slate Grey, as a dull alternative to RLM02.
The markings were puzzled together, according to the original profile sketch; the Czechoslovakian roundels come from KP Arado Ar 96 and Yak-23 kits. Unfortunately I did not have roundels with white outlines in appropriate size in store, but the blue alternative does not look bad at all.
The tactical code was made from single letters from TL Modellbau. The unit badge, a black bat on yellow ground (a full moon?), comes from the Bilek MiG-21PF kit. The few other stencils etc. were taken from the OOB sheet of the Academy Fw 190 kit.
So, a double tribute: first of all to Czech fellow modeler PantherG (who also inspired my German Marineflieger Super Étendard last year), and it is also a suitable contribution to a recent Group Build in memoriam of a deceased fellow user at whatifmodelers.com.
Paratroopers Prove Themselves On the Ground
The paratroopers of the 101st Battalion had a full week of training to make sure they know exactly what to do once they land on the ground.
Images: Copyright Israel Defence Force
Tensions Rise Along Israel-Gaza Border
Israeli tanks take position, on December 25, 2013 along the Israeli border with the Gaza strip, Israel. An Israeli security fence worker was killed yesterday from a Palestinian sniper's fire as he was mending the border fence.
G-Force is a roller coast at Drayton Manor Theme Park. It doesn't have the usual shoulder arm restraints just one round the stomach. So you are thrown around and experience more G's
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.
The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.
Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.
The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.
By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.
On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.
A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.
The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.
In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.
A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.
In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.
The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,
However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.
The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.
However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.
All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.
General characteristics:
Crew: 2
Length: 10.23 m (33 ft 7 in)
Wingspan: 11.0 m (36 ft 1 in)
Height: 3.75 m (12 ft 4 in)
Wing area: 24.15 m² (260.0 ft²)
Empty weight: 5,120 kg (11,277 lb)
Max. takeoff weight: 8,375 kg (18,465 lb)
Powerplant:
1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)
Performance:
Maximum speed: 1,010 km/h (627 mph)
Range: 1,060 km (658 mi)
Service ceiling: 15,500 m (50,850 ft)
Rate of climb: 30.5 m/s (6,000 ft/min)
Armament:
2x 20mm Hispano Mark V autocannon in the lower front fuselage
Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks
The kit and its assembly:
Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.
The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.
Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.
Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.
With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!
Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.
Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.
The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.
The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.
Painting and markings:
As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.
I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.
The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.
The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.
The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.
Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.
Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.
An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D
Mingle Media TV Red Carpet Report team were on the red carpet for the World Premiere of Star Wars: The Force Awakens at the El Capitan Theatre, the TCL Chinese and the Dolby Theater in Hollywood.
Star Wars: The Force Awakens, opens in theaters December 18, 2015
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About Star Wars: The Force Awakens
The May 25, 1977 theatrical debut of Star Wars --- on a scant 32 screens across America -- was destined to change the face of cinema forever. An instant classic and an unparalleled box office success, the rousing "space opera" was equal parts fairy tale, western, 1930s serial and special effects extravaganza, with roots in mythologies from cultures around the world.
From the mind of visionary writer/director George Lucas, the epic space fantasy introduced the mystical Force into the cultural vocabulary and it continues to grow, its lush universe ever-expanding through film, television, publishing, video games and more.
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U.S. Air Force Fact Sheet
E-3 SENTRY (AWACS)
E-3 Sentry celebrates 30 years in Air Force's fleet
Mission
The E-3 Sentry is an airborne warning and control system, or AWACS, aircraft with an integrated command and control battle management, or C2BM, surveillance, target detection, and tracking platform. The aircraft provides an accurate, real-time picture of the battlespace to the Joint Air Operations Center. AWACS provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle management of theater forces, all-altitude and all-weather surveillance of the battle space, and early warning of enemy actions during joint, allied, and coalition operations.
Features
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers). The radar combined with an identification friend or foe, or IFF, subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
Major subsystems in the E-3 are avionics, navigation, communications, sensors (radar and passive detection) and identification tools (IFF/SIF). The mission suite includes consoles that display computer-processed data in graphic and tabular format on video screens. Mission crew members perform surveillance, identification, weapons control, battle management and communications functions.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can also be forwarded to the president and secretary of defense.
In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations.
AWACS may be employed alone or horizontally integrated in combination with other C2BM and intelligence, surveillance, and reconnaissance elements of the Theater Air Control System. It supports decentralized execution of the air tasking order/air combat order. The system provides the ability to find, fix, track and target airborne or maritime threats and to detect, locate and ID emitters. It has the ability to detect threats and control assets below and beyond the coverage of ground-based command and control or C2, and can exchange data with other C2 systems and shooters via datalinks.
With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the Sentry's flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile approximately 8 hours without refueling. Its range and on-station time can be increased through in-flight refueling and the use of an on-board crew rest area.
Background
Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, Tinker Air Force Base, Okla.), received the first E-3s.
There are 32 aircraft in the U.S. inventory. Air Combat Command has 27 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries at Kadena AB, Japan and Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company in Seattle.
NATO has 17 E-3A's and support equipment. The first E-3 was delivered to NATO in January 1982. The United Kingdom has seven E-3s, France has four, and Saudi Arabia has five. Japan has four AWACS built on the Boeing 767 airframe.
As proven in operations Desert Storm, Allied Force, Enduring Freedom, Iraqi Freedom, and Odyssey Dawn/Unified Protector the E-3 Sentry is the world's premier C2BM aircraft. AWACS aircraft and crews were instrumental to the successful completion of operations Northern and Southern Watch, and are still engaged in operations Noble Eagle and Enduring Freedom. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. The E-3 has also deployed to support humanitarian relief operations in the U.S. following Hurricanes Rita and Katrina, coordinating rescue efforts between military and civilian authorities.
The data collection capability of the E-3 radar and computer subsystems allowed an entire air war to be recorded for the first time in the history of aerial warfare.
In March 1996, the Air Force activated the 513th Air Control Group, an AWACS Reserve Associate Program unit which performs duties on active-duty aircraft.
During the spring of 1999, the first AWACS aircraft went through the Radar System Improvement Program. RSIP is a joint U.S./NATO development program that involved a major hardware and software intensive modification to the existing radar system. Installation of RSIP enhanced the operational capability of the E-3 radar electronic counter-measures and has improved the system's reliability, maintainability and availability.
The AWACS modernization program, Block 40/45, is currently underway. Bock 40/45 represents a revolutionary change for AWACS and worldwide Joint Command and Control, Battle Management, and Wide Area Surveillance. It is the most significant counter-air battle management improvement in Combat Air Forces tactical Command and Control history. The Block 40/45 Mission Computer and Display upgrade replaces current 1970 vintage mission computing and displays with a true open system and commercial off-the-shelf hardware and software, giving AWACS crews the modern computing tools needed to perform, and vastly improve mission capability. Estimated fleet upgrades completion in ~2020.
General Characteristics
Primary Function: Airborne battle management, command and control
Contractor: Boeing Aerospace Co.
Power Plant: Four Pratt and Whitney TF33-PW-100A turbofan engines
Thrust: 20,500 pounds each engine at sea level
Rotodome: 30 feet in diameter (9.1 meters), 6 feet thick (1.8 meters), mounted 11 feet (3.33 meters) above fuselage
Wingspan: 145 feet, 9 inches (44.4 meters)
Length: 152 feet, 11 inches (46.6 meters)
Height: 41 feet, 9 inches (13 meters)
Weight: 205,000 pounds (zero fuel) (92,986 kilograms)
Maximum Takeoff Weight: 325,000 pounds (147,418 kilograms)
Fuel Capacity: 21,000 gallons (79,494 liters)
Speed: optimum cruise 360 mph (Mach 0.48)
Range: more than 5,000 nautical miles (9,250 kilometers)
Ceiling: Above 29,000 feet (8,788 meters)
Crew: Flight crew of four plus mission crew of 13-19 specialists (mission crew size varies according to mission)
Unit Cost: $270 million (fiscal 98 constant dollars)
Initial operating capability: April 1978
Inventory: Active force, 32 (1 test); Reserve, 0; Guard, 0
Point of Contact
Air Combat Command, Public Affairs Office; 130 Andrews St., Suite 202; Langley AFB, VA 23665-1987; DSN 574-5007 or 757-764-5007; e-mail: accpa.operations@langley.af.mil
Swedish Air Force Rangers and U.S. Air Force pararescuemen assist mock casualties at Playas Research and Training Center, N.M., Oct. 17, 2011, during exercise Angel Thunder 2011. Angel Thunder is an Air Combat Command-sponsored personnel recovery/combat search and rescue exercise.
High Force is a waterfall on the River Tees, near Middleton-in-Teesdale, Teesdale, County Durham, England.[1] The waterfall is within the North Pennines Area of Outstanding Natural Beauty (AONB) and European Geopark.
Despite popular belief that it is the highest waterfall in England at 71 feet (22 m), others have a longer fall: Cautley Spout, in Cumbria's Howgill Fells, is almost 590 feet (180 m) high, and Hardraw Force, in North Yorkshire, has an unbroken drop of 98 feet (30 m); whilst underground, on the flanks of Ingleborough, Fell Beck falls an unbroken 315 feet (96 m) down the Jib Tunnel of Gaping Gill Hole. However, High Force does have the largest volume of water falling over an unbroken drop when in full spate, thereby earning its Nordic name 'High Fosse'.
The whole of the River Tees plunges over a precipice (cliff edge which is almost vertical) in two stages. In former times flooding created two separate falls, but after the completion of Cow Green Reservoir in the upper Teesdale this seldom happens now except after a very heavy, continuous rainfall. In harsh winters the falls would freeze, creating cathedral-like ice formations.
Access to the northern bank is via a private footpath for which a fee is charged. The southern bank can be reached free-of-charge via a public footpath.
High Force was formed where the River Tees crosses the Whin Sill – a hard layer of igneous rock (also seen at Hadrian's Wall and other locations). The waterfall itself consists of three different types of rock. The upper band is made up of whinstone, or dolerite, a hard igneous rock which the waterfall takes a lot of time to erode.
The lower section is made up of Carboniferous Limestone, a softer rock which is more easily worn away by the waterfall. Between these two layers is a thinner layer of Carboniferous sandstone, which was baked hard when the Whin Sill was molten 295 million years ago. The wearing away of rock means that the waterfall is slowly moving upstream, leaving a narrow, deep gorge in front of it.
The length of the gorge is currently about 700 metres. The bedload (rocks that the river is carrying) is mainly composed of large boulders, which are rolled along the river bed. Upstream of the waterfall, the river is narrow; downstream, it widens and meanders.
The CBP Quick Reaction Force (QRF) conduct routine training at the Advanced Training Center, Harper's Ferry, West Virginia on August 17, 2012.
Photographer: Donna Burton
081712: A CBP Quick Reaction Force member works in camouflage in the woods at the Advanced Training Center.
Photographer: Donna Burton
Estonian Defence Force Soldiers live-fire training while serving in Mali with BKN-10 as part of the French led Operation Barkhane.
Photos: n-ltn Liis Vaksmann
Israeli Soldiers from the Nahal's Brigade during a Brigade Training Exercise conducted on May 22nd 2012
Photos: Israel Defence Force
U.S. Air Force Academy --Basic cadets participate in field day at the Academy's athletic fields, July 13. Field day gives basic cadets an opportunity to compete against each other, as well as cadre, in multiple athletic events. (U.S.Air Force photo/Bill Evans)
U.S. Air Force Academy --Basic cadets participate in field day at the Academy's athletic fields, July 13. Field day gives basic cadets an opportunity to compete against each other, as well as cadre, in multiple athletic events. (U.S.Air Force photo/Bill Evans)
Aira Force is a waterfall in the English Lake District, in the county of Cumbria.
The stream which flows over the waterfall is Aira Beck, which rises on the upper slopes of Stybarrow Dodd at a height of 720 metres (2,362 ft) and flows north-easterly before turning south, blocked by the high heather-covered slopes of Gowbarrow Fell. It turns south on its eight-kilometre journey to join Ullswater, at a height of 150 metres (492 ft). One kilometre before entering the lake, the beck makes the 20 metres (66 ft) leap down a rocky ravine at the falls known as Aira Force.
The river name Aira is derived from Old Norse eyrr, a gravel bank, and Old Norse á, a river, hence The river at the gravel bank, a reference to Aira Point, a gravelly spit where the river enters Ullswater. The Old Norse word fors, waterfall, has been adopted into several northern English dialects and is widely used for waterfalls, with the English spelling 'Force'. Thus, The waterfall on gravel-bank river.
Aira Force lies on land owned by the National Trust. The Trust purchased the 750 acre Gowbarrow Park (on which the force lies) in 1906 and has provided facilities, such as car parking, disabled access, graded paths, and viewing platforms to make Aira Force one of the most famous and most visited waterfalls in the Lake District.
A small arched bridge spans the stream just as the beck goes over the falls giving a spectacular view from the top as the water makes its leap. There is also a second bridge at the foot of the falls. Both bridges were constructed in honour of two members of the Spring family early in the 20th Century. Cecil Spring-Rice was the ambassador to the USA during World War I, while Stephen Spring Rice was a senior civil servant. The bridges are of particular interest: the lower is made of vertical stones, not traditional in these parts, while the higher has horizontal stones, more in keeping with the dale customs.
Prints can be purcahsed from my website here: nickatkinphotography.artistwebsites.com/featured/aira-for...
U.S. Air Force basic military graduation and coining ceremony is held March 4, 2021, for the 331st Training Squadron at the Pfingston Reception Center on Joint Base San Antonio-Lackland, Texas. Due to current world events, the graduation ceremonies will be closed to the public until further notice for safety and security of the newly accessioned Airmen and their family members due to coronavirus (COVID-19).
YAVORIV, Ukraine – A Ukrainian Military Cadet acting as opposing forces fires his rifle during a simulated high value target lane during day three of the field training exercise at Rapid Trident 2014 here, Sept. 24. Rapid Trident is an annual U.S. Army Europe conducted, Ukrainian led multinational exercise designed to enhance interoperability with allied and partner nations while promoting regional stability and security. (U.S. Army photo by Spc. Joshua Leonard)
The retirement of the F-4F Phantom II from German Air Force service, celebrated by an airshow at Wittmund AFB.
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Airbus Helicopters - Super Puma - Puma - Luftwaffe - Bundeswehr - Wittmund 2013
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Family Force 5 at the 2008 Vans Warped Tour stop in Detroit, MI
more at defoephoto.smugmug.com/concerts/
Aira Force is a waterfall in the Lake District, near the village of Watermillock, Cumbria.
The stream which flows over the waterfall is Aira Beck, which rises on the upper slopes of Stybarrow Dodd at a height of 720 metres (2,362 ft)
The river name Aira is derived from Old Norse eyrr, a gravel bank, and Old Norse á, a river, hence "The river at the gravel bank", a reference to Aira Point, a gravelly spit where the river enters Ullswater.
The Old Norse word fors, waterfall, has been adopted into several northern English dialects and is widely used for waterfalls, with the English spelling 'Force'. Thus, The waterfall on gravel-bank river.
That great Lakeland poet William Wordsworth, wrote of the Force -
Wild stream of Aira, hold thy course,
Nor fear memorial lays,
Where clouds that spread in solemn shade,
Are edged with golden rays!
Dear art thou to the light of heaven,
Though minister of sorrow;
Sweet is thy voice at pensive even.
And thou, in lovers' hearts forgiven,
Shalt take thy place with Yarrow!
The site of the waterfall is owned by the National Trust.