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IMG_3345CKTnltyTneCrvmax
For maximum effect, click the image, to go into the Lightbox, to view at the largest size; or, perhaps, by clicking the expansion arrows at top right of the page for a Full Screen view.
Don't use or reproduce this image on Websites/Blog or any other media without my explicit permission.
© All Rights Reserved - Jim Goodyear 2017.
60049 drawing maximum amps and making a proper racket - climbing away from Tunstead towards Peak Forest.
The Carnage symbiote was born with dangerous and deadly abilities well before the Secret Crisis.
Cletus Kasady is a homicidal psychopath with the alien bonded in his blood. Now combined with technology stolen from Reed Richard's lab the alien symbiote can grow to enormous size and possesses incredible strength.
This new and deadly and shape-shifting form endows Carnage with the ability to project a web-like substance from any part of the mech including the formation of weapons making Maximum Carnage the ultimate mech killer.
Built for FBTB's Mech Madness.
Scooting along the sea wall at Teignmouth with a northbound express to London Paddington is Great Western Railway Class 43, 43176, still wearing the old Neon Blue of predecessor First Great Western.
The Western Region was the first of the British Rail regions to introduce the Class 43 HST, and had also been the testing ground of the original Class 41 prototype back in the early 1970's. The first HST operations on the Western Region was carried out on the 4th October, 1976, but 125mph speeds could only be carried out on certain sections of the line, although by 1980 as many sections of 125mph running had been introduced as possible. Initially, services only ran between London Paddington, Oxford, Swindon, Bristol Temple Meads, Cardiff and Swansea, although in 1979 a full service was provided to the South West of England including Exeter, Paignton, Plymouth, Newquay and Penzance.
The introduction of the HST services absolutely revolutionised the route, with the fastest morning services from Plymouth to London taking just under 3 hours instead of the previous 5 to 6. Additionally, the HST's saw off many of the loco-hauled operations on this route, including the much-loved Class 52 'Western' diesel hydraulic locomotives. Class 50's from the West Coast Mainline began to take over on many loco-hauled services, but these were slowly pensioned off to other routes, and very soon services out of London Paddington were exclusively operated by HST's, although Class 47's soldiered on until about 2004.
The Western Region was also known for its large amounts of developments to the HST fleet. Originally, the Class 43's and their HST sets were powered by Paxman Valenta V12 engines that were also used in the Upholder/Victoria class submarines. These engines had 2,250hp at their disposal and could whisk the Class 43 powercars to their record breaking top speed of 148mph, although in routine operation these trains never went above 125mph. However, by the late 1980's it was apparent that the Valenta engines were starting to look their age, and a variety of alternatives were analysed.
For a period of 9 years, 43167 to 43170 were trialled with Mirrlees Blackstone MB190 engines, but proved an unsuccessful replacement for the Valenta's. In 1987, Paxman began development of an updated version of the Valenta dubbed the VP185. Trials began in 1991, and an agreement to commence installing these engines to members of the fleet was signed in 1993. A qualifying requirement for the trial was that the engine should undergo a British Rail Type Test which was carried out between December 1993 and February 1994. The test involved completion of 3,000 cycles, each of 10 minutes duration, with four minutes at the maximum power of 3,500hp and six minutes at idle, simulating the typical 'on-off' nature of IC125 duty. The successful results of the test cleared the way for installation of a VP185 in Power Car 43170 at Plymouth Laira Depot for in-service trials in the summer of 1994. Power car 43170 entered service on 22 September 1994, being named 'Edward Paxman' to commemorate the event.
During the late 1990's 25 HST power cars were re-engined with Paxman 12VP185L engines in order to improve fuel consumption and reduce emissions, but these engines have proved less reliable in service than hoped. However, the 12VP185L was introduced fleet-wide within the Australian XPT series, a small fleet of HST sets built for the CountryLink services of Australia.
The very last VP185 engine to be manufactured at Paxman's Colchester Works was despatched from the factory on 15th September, 2003, for duty with Midland Mainline. At the time Midland Mainline operated 18 of these powercars, whilst First Great Western operated 4.
On the 4th February, 1996, the Western Region became the first private franchise to operate following the privatisation of British Rail in 1994, this being under management of Great Western Trains, a subsidiary of the bus company Badgerline. HST powercars were outshopped in a very pleasing and striking Green and Ivory livery, which took us folks here in the South West by total surprise and admiration.
However, dark clouds arose with privatisation, the first being on the 19th September, 1997, at Southall, when a Bristol to London service hauled by 43173 smashed into a freight train after its defective Advanced Warning System (AWS) failed to register two amber and a red signal, with the result of 7 deaths and 139 injuries.
In March 1998, Badgerline was taken completely under the ownership of First Group, who promptly rebranded the franchise as of December the same year as First Great Western, revising the livery with a golden band that made the HST's look something like a Golden Virginia cigarette packet, being affectionately dubbed 'Fag Packet' livery. FGW's new ownership however was mired in yet another devastating crash, this time on October 5th, 1999, when a Thames Trains Class 165 overshot a red signal on its way out of London Paddington and smashed into the front of an approaching HST hauled by 43011 at Ladbroke Grove, resulting in the leading trailer of the 165 exploding and setting fire to the First Class carriages, with the result of 31 deaths and 523 injuries.
The most recent fatal crash of a First Great Western HST was on the 4th November, 2004, at Ufton Nervet, where 43018 operating an evening train to Paignton struck a car that had been deliberately parked on a Level Crossing caused by Brian Drysdale, a chef at the nearby Wokefield Park Hotel, committing suicide. Upon striking the car at 125mph, the HST essentially took-off and smashed down a few hundred yards down the line, killing 7 and injuring 71.
In 2005, First Great Western, in cooperation with leasing company Angel Trains and MTU of Germany, set about replacing the original Paxman Valenta engines of the 1970's with brand new MTU 16V 4000 engines, intending to extend the life of the HST's by another 20 years. Engine changes began with 43009 and 43004, together with a new livery that is currently worn today. Over the next two years, the Class 43's engines were replaced, the last three powercars, 43002, 43003 and 43034, making their final journeys under their original engines in December 2007.
Today the HST reliability and efficiency has been increased massively thanks to the new MTU engines, and First Great Western continues to carry out widespread operation of these plucky and powerful trains. The company has increased capacity with different Buffet cars, being reduced to Bar/Bistro's, and the conversion of many First Class trailers to Standard Class. In addition, as of September 21st, 2015, First Great Western underwent a major rebrand, taking a leaf from bygone days to change their entire image to the classic Great Western Railway prior to 1948's nationalisation. Sets are now being painted into Brunswick Green, interiors are being refreshed, and the First brand is being dropped from the name, replaced by what is now the new reimagining of the Great Western Railway.
However, time may be running short for HST's on the Great Western, as the new Class 800 Bi-Mode InterCity Express Programme intends to see these 39 year old trains retired by 2025. In the mean time, these services continue to be an integral part of the InterCity network to the South and West of London.
all the electrolytes you want in an energy drink...plus, the great taste of ranch dressing. What more could you want?
more at www.donkeywolf.etsy.com
This image shows Arctic sea ice as observed by NASA’s Ice, Cloud and land Elevation Satellite-2 (ICESat-2) at the time of the 2022 winter maximum, on February 25, 2022. Estimated sea ice extent on this date was 14.88 million square kilometers. Credit: Trent L. Schindler/NASA SVS.
NASA is predicting that Solar Maximum (when the Northern Lights are historically at their peak) will occur in autumn 2013.
Image: www.theaurorazone.com (using NASA's data) & Antti Pietikainen
I took a little side triop out to peavine falls last week and the water was flowing like I had never seen it there. This is not usually a waterfall where you have to deal with mist on your lens, but this day it was a different story!
The XA3
Kentmere 400
D96
Maximum black.
I made up a batch of D96 just to see how it looked. It undercooked one roll so I gave it another couple of minutes for this roll and it was better. Not sure if I'll use it much, I think the Agfa formula 14 and Haist's D76 work better for me.
IMG_7106 SOOC
For maximum effect, click the image, to go into the Lightbox, to view at the largest size; or, perhaps, by clicking the expansion arrows at top right of the page for a Full Screen view.
Don't use or reproduce this image on Websites/Blog or any other media without my explicit permission.
© All Rights Reserved - Jim Goodyear 2018.
In oktober werd weer een Plandampf in het Werratal georganiseerd. Nu onder de titel 'Ein Kessel Buntes'. De 41 1144-9, 52 8079-7, 52 1360-8 en de 03 2155-4 zouden worden ingezet. De 03 werd echter vervangen door de V100 (vrijdag één slag) en de 94 1538 (zaterdag) op de Rennsteigbahn. Dit in verband met de maximale treklast van de 03 op de Oberhofer Rampe en Förthaer Rampe. Het weer werkte mee en zorgde voor veel stoomontwikkeling.
Im Oktober wurde wieder ein Plandampf im Werratal organisiert. Jetzt unter dem Titel 'Ein Kessel Buntes'. Die 41 1144-9, 52 8079-7, 52 1360-8 und die 03 2155-4 würden eingesetzt werden. Die 03 wurde jedoch durch die V100 (Freitag) und die 94 1538 (Samstag) auf der Rennsteigbahn ersetzt. Dies wegen den maximum Zuggewicht der 03 auf der Oberhofer Rampe und der Förthaer Rampe. Das Wetter hat funktioniert und viel Dampfentwicklung verursacht.
In October another Plandampf was organized in the Werratal. Now under the title 'Ein Kessel Buntes'. The 41 1144-9, 52 8079-7, 52 1360-8 and the 03 2155-4 would be deployed. However, the 03 was replaced by the V100 (Friday one run) and the 94 1538 (Saturday) on the Rennsteigbahn. This is due to the maximum throttle of the 03 on the Oberhofer Rampe and Förthaer Rampe. The weather was nice and caused a lot of steam development. Three days of pleasure.
Another panning study. This time a high key photograph, due to the fact that there are harsh limits on the small Olympus XZ-2 I used for this in terms of maximum shutter speed and minimum aperture.
Hamburg, May 2013.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Fiat G.91 was an Italian jet fighter aircraft designed and built by Fiat Aviazione, which later merged into Aeritalia. The G.91 had its origins in the NATO-organized NBMR-1 competition in 1953, which sought a light fighter-bomber "Light Weight Strike Fighter" to be adopted as standard equipment across the air forces of the various NATO nations. The competition was intended to produce an aircraft that was light, small, expendable, equipped with basic weapons and avionics and capable of operating with minimal ground support. These specifications were developed for two reasons: the first was the nuclear threat to large air bases, many cheaper aircraft could be better dispersed, and the other was to counter the trend towards larger and more expensive aircraft. After reviewing multiple submissions, the G.91 was picked as the winning design of the NBMR-1 competition.
The G.91 entered into operational service with the Italian Air Force in 1961, and with the West German Luftwaffe in the following year. Various other nations adopted it, such as the Portuguese Air Force, who made extensive use of the type during the Portuguese Colonial War in Africa. The G.91 remained in production for 19 years, during which a total of 756 aircraft were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977, and the original G.91 enjoyed a long service life that extended over 35 years.
The G.91 was also used as a basis for a two-seat trainer variant with a stretched fuselage and further developments, based on this bigger airframe: the twin-engine development G.91Y, which was originally ordered by the Italian Air Force and Switzerland (as G.91YS) and later also operated by Poland, as well as the simpler, single-engine G-91X, a dedicated export alternative.
Like the G.91Y, the G.91X was an increased-performance version of the nimble baseline Fiat G.91, but unlike the G.91Y it was not funded by the Italian government but rather a private venture of Fiat. Like the G.91Y, it was based on the G.91T two-seat trainer variant. Structural modifications to reduce airframe weight increased performance and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading-edge slats. While the G.91Y and X had a very similar appearance, their internal structure behind the cockpit section differed considerably and their tail section was visibly different, while the aerodynamic surfaces as well as the nose section (including the radar-less nose housing three cameras) were identical.
Instead of being powered by the G.91Y’s pair of small afterburning General Electric J85 turbojets, the G.91X only carried a single Pratt & Whitney J52 axial-flow dual-spool turbojet engine without reheat, a proven engine that was used in a number of successful aircraft, most of all the late Douglas A-4 Skyhawk versions. The bigger engine increased thrust by 60% over the original, earlier Orpheus-powered single-engine variants, and made the light G.91 a very agile aircraft. However, the J52 was considerably heavier than the small J85s, and despite less complex auxiliary installations, the G.91X weighed roughly 1.000 lb more than the G.91Y.
Performance-wise, the G.91X was, despite its conservative and heavier J52 powerplant, on par with the G.91Y, even though range, acceleration and rate of climb were not as good, the G.91Y’s afterburners gave the “Yankee Gina” a significant extra punch. On the other side, the G.91X was more robust, technically simpler and therefore easier to maintain and even better suited to operations from unprepared frontline airfields with minimal infrastructure.
Basically, the G.91X was designed to carry the same sophisticated avionics equipment as the G.91Y, which had been considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy, but for the intended export customers in small countries with a limited budget, only a rather basic avionics package was offered, making the G.91X a simple daylight attack aircraft without any smart weapon or guided AAM capability (which the G.91Y lacked, too, only the YS for Switzerland could deploy weapons like the AIM-9 or the AGM-65).
Flight testing of two prototypes aircraft ran in July 1968 in parallel to the G.91Y program and was successful, with one aircraft reaching a maximum speed of Mach 0.95 in level flight, slightly less than its two-engine sibling. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly, and canted fins - similar to the G.91Y, but smaller - were added under the lower rear fuselage to improve directional stability. Unlike the G.91Y, which had been designed to NATO specifications, the G.91X did not feature an arrester hook, just a tail bumper.
The initial order of 55 G.91Y aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat Aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered.
In contrast to this success, the G.91X did not find immediate takers, though, because the potential market of Western-oriented countries was in the Seventies largely dominated by US American military support programs, which aggressively marketed the supersonic Northrop F-5 as a counterpart to MiG-17 and MiG-21 fighters, which had been provided to many countries by the USSR.
One large potential customer had been Israel, but the G.91X was declined in favor of the bigger and more sophisticated A-4N Skyhawk. Turkey and Greece also showed interest, but both eventually procured F-5 variants, heavily promoted by the USA. In the end, only a small number of the G.91X were built and sold to rather small and obscure air forces.
One of these few G.91X operators became Honduras. After the so-called Football War with El Salvador in 1969, the Honduran Air Force (HAF) entered the jet era in 1971 and started a re-organization and modernization program. This included the procurement of 10 old, ex-Yugoslav Canadair CL-13 Mk.4 Sabre. Later, in 1974 and as a result of an institutional growth of the Honduran Air Force, the "Coronel Hernán Acosta Mejía" Air Base, the "Coronel Armando Escalón Espinal" Base as well as the General Command of the Air Force and General Air Force General Staff were created.
Between 1976 and 1978 sixteen other Israeli aircraft were acquired, of the IAI \ Dassault Super-Mystere B.2 \ J-52 S'aar type, six new Cessna A-37 Dragonfly COIN aircraft and fifty UH-1 Iroquois helicopters. By then, the Sabres were in such a poor condition and deteriorated quickly under the harsh local climate, that a replacement was soon needed. The choice fell on the G.91X, not only because of the aircraft’s simplicity and ruggedness, but also because of its (though limited) reconnaissance capability as well as the engine and ammunition commonality with the ex-Israeli Sa’ars. A total of twelve G.91X were procured in 1977 and delivered until late 1979, and they were immediately put into action during the 1980s confrontation with the Sandinista government of Nicaragua, with heavy involvements in bombing raids and COIN missions. The Honduran G.91Xs flew frequent attack and reconnaissance missions, and even though they were no fighters the Ginas downed several Sandinista helicopters, including a Mil Mi-24 Hind (rather accidently shot down, though, through a salvo of unguided 5” FFARs which crossed the helicopter's flight path).
After the hostilities with Nicaragua had ended in 1990, the Honduran G.91Xs became actively involved in fighting drug trafficking and flew frequent reconnaissance and attack missions over home soil. By that time, the Honduran aircraft fleet was augmented or replaced (three G.91Xs had been lost through accidents or enemy fire by 1991) with 11 ex-USAF OA/A-37B Dragonflies, 12 ex-USAF Northrop F-5E/F Tiger II interceptors, 12 new Embraer T-27 Tucano armed trainers and four new CASA 101BB-02 attack airplanes.
By 1996, all eight remaining Honduran G.91Xs were, together with the Super Mystères, retired. The surviving aircraft were put up for sale as surplus, and one, already grounded G.91X airframe has been preserved at the Honduras Air Museum.
General characteristics:
Crew: one
Length: 11.67 m (38 ft 3.5 in)
Wingspan: 9.01 m (29 ft 6.5 in)
Height: 4.43 m (14 ft 6.3 in)
Wing area: 18.13 m² (195.149 ft²)
Empty weight: 4,400 kg (9,692 lb)
Loaded weight: 8,100 kg (17,842 lb)
Max. takeoff weight: 9,000 kg (19,823 lb)
Powerplant:
1× Pratt & Whitney J52-P6A turbojet with 8,500 lbf (38,000 N) of thrust
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)
Range: 1,100 km (594 nmi, 683 mi)
Max. ferry range with drop tanks: 3,200 km (1,988 mls)
Service ceiling: 12,500 m (41,000 ft)
Rate of climb: 58 m/s (11.400 ft/min)
Wing loading: max. 480 kg/m² (98.3 lb/ft²)
Thrust/weight: 0.47 at maximum loading
Armament:
2× 30 mm (1.18 in) DEFA cannons with 120 RPG
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
This build is my submission the 2020 "One week” group build at whatifmodellers.com. I had originally earmarked my Thai Navy A-4 for this event, but already built it for the “In the navy” GB that ran a couple of weeks earlier, since it was a perfect thematic match.
While searching for an alternative I found a Matchbox G.91Y in the stash and wondered about a single engine alternative, a simpler aircraft in the spirit of the original G.91R variants. Since I had some surplus fuselages from G.91R Revell kits in the donor bank, the G.91X was born.
The basis is the Matchbox G.91Y kit, a basic affair with mediocre fit and only few details. It was mostly built OOB, except for lowered flaps (easy to realize on this kit) and a completely new lower rear fuselage from a smaller G.91R section with only a single exhaust. This feat was a little more challenging than it seems, since the G.91R is considerably smaller and shorter than the G.91Y – a lot of improvisation and PSR went into this cosmetic stunt. For instance, the seams between the parts had to be reinforced from the inside, bridging the different fuselage shapes, and a 2-3mm gap between the fuselage halves had to be filled. In order to emphasize the new engine arrangement, the G.91Y’s dorsal air scoops were sanded away and a new jet exhaust had to be found for the new, rather oval tail orifice. I eventually settled upon a protective cap from y syringe needle.
Furthermore, the cast-on guns were replaced with hollow steel needles, and some blade antennae (styrene sheet) as well as gun nozzle protectors (thin wire) were added. The cockpit was also slightly pimped with styrene profiles and some wire (on the ejection seat and for some side consoles), the pilot figure – even though the Matchbox figures are among the best I know – was replaced by a pilot from an Airfix A-4 Skyhawk (left over from the recent Thai Navy A-4LT build). However, the canopy remained closed, since opening it would require more fuselage cutting.
The ordnance was kept simple, reflecting the attack/COIN role of this aircraft: a pair of LAU-19 unguided missile pods and two Mk. 82 bombs; these came from an Italeri NATO weapon set and an Airfix A-4 kit, respectively.
Painting and markings:
Another inspiration for this build were pictures from a PC-7 trainer of the Guatemala Air Force, which carried a livery in three murky shades of green. I found this paint scheme pretty interesting, esp. as an alternative to the ubiquitous SEA scheme (that Honduran A-37s carried). For the G.91X I adapted the scheme with slightly more contrasty tones of two shades of green and a more brownish hue: Faded Olive Drab (Modelmaster #2051), Olive Drab (Humbrol 155) and Dark Green (Humbrol 30). The undersides were painted in a light grey (Humbrol 166). I initially considered a wrap-around scheme, but eventually found it to look too boring – also with a look at the potential markings, because aircraft of the Honduran Air Force typically only carried and carry minimal markings. Instead of the Guatemalan PC-7’s apparently symmetrical scheme I rather went for a more disruptive pattern, though.
The model was seriously weathered with a black ink washing and post panel shading, simulating constant use and the influence of tropical climate conditions. The decals were puzzled together from various sources and improvised. Most stencils come from the OOB sheet, the roundels on the fuselage and the flags on the fin were printed at home on clear sheet, with a white decal base added underneath. Quite complicated, but the alternative white decal paper as printing base would not yield sufficiently opaque markings. In order to add some eye-catchers I gave the Gina roundels on the fuselage and on the wings, too – these are rather modern markings, but just with the flags on the fin I found the model to look quite murky and boring. Artistic freedom… The “FAH” abbreviations were created with single USAF 45° letters.
Finally, after some soot stains around the guns and the exhaust with grinded graphite, the aircraft was sealed with matt Italeri acrylic varnish.
A relatively simple project – chosen with the perspective of just a week (well, eight days, to be honest) to tackle and finish it, despite the major fuselage surgery and the photo shooting and editing on top.
+++ 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 origins of the Henschel Hs 165 date back to early 1937, when the Reichsluftfahrtministerium (RLM, German Ministry of Aviation) issued a specification for a carrier-based torpedo bomber to operate from Germany's first aircraft carrier, the Graf Zeppelin construction of which had started at the end of 1936. The specification was originally issued to two aircraft producers, Fieseler and Arado, and demanded an all-metal biplane with a maximum speed of at least 300 km/h (186 mph), a range of at least 1,000 km and capable both of torpedo and dive-bombing. By the summer of 1938 the Fieseler design proved to be superior to the Arado design, the Ar 195.
Anyway, by the time the Fi 167 prototype was ready for tests and proved its excellent handling, the biplane layout was already outdated and did not promise much development potential. Therefore, the RLM's request was repeated in late 1938 and a monoplane requested. Since the Graf Zeppelin was not expected to be completed before the end of 1940, the RLM did not put much pressure behind the project.
Among others, Henschel replied with the Hs 165. It was a compact and conservative low wing monoplane of all-metal construction with a crew of two (pilot and navigator/observer/gunner) under a common, heavily framed and high glasshouse canopy. In order to achieve a high performance, the airframe was originally developed around the new 14 cylinder BMW 139 radial engine with 1,550 hp (1,140 kW). The main landing gear was fully retractable, retracting outwards into wells that were part of the outer, foldable wings. Similar to the Ju87 C, the wings could manually be folded backwards, so that the aircraft became very compact for onboard stowage.
The tail wheel, placed behind a V-shaped arrester hook, could not be retracted, even though a mechanism allowed the control of the tail's ground clearance for the carriage of a torpedo under the fuselage and an optimized angle of attack for starts and landings.
Armament consisted of a pair of 20mm MG FF cannons in the wings, a pair of 7.92mm machine guns above the engine, synchronized to fire through the propeller arc, and another single light machine gun for rear defense.
Among the special equipment of the Hs 165 for naval operations was a two-seat rubber dinghy with signal ammunition and emergency ammunition. A quick fuel dump mechanism and two inflatable 750 L (200 US gal) bags in each wing and a further two 500 L (130 US gal) bags in the fuselage enabled the aircraft to remain afloat for up to three days in calm seas.
When the first two prototypes of the Hs 165 (the V-1 and V-2) were about to be finished, it became clear that the BMW 139 would not materialize, but rather be replaced by an even more powerful engine. The new design was given the name BMW 801 after BMW was given a new block of "109-800" engine numbers by the RLM to use after their merger with Bramo. The first BMW 801A's ran in April 1939, only six months after starting work on the design, with production commencing in 1940.
Hs 165 V-1 was re-engined and ready for testing in mid 1940, while the first catapult launch tests on board of the Graf Zeppelin carrier were already carried out with Arado Ar 197s, modified Junkers Ju 87Bs and modified Messerschmitt Bf 109Ds. However, the Graf Zeppelin was still incomplete and not ready for full military service, and the changing strategic situation led to further work on her being suspended. In the wake of this decision, the completion of further carrier-borne aircraft was stopped and the completed examples were taken into Luftwaffe service in several evaluation/test units.
The Hs 165 initially fell victim to this decision, and only five airworthy airframes were completed as Hs 165 A-0 pre-production aircraft. Anyway, these were kept in service as test beds and other development duties, and Henschel kept working on detail improvements since the aircraft was also intended to become a land-based replacement for the Ju 87 dive bombers which had become obsolete by 1941, too. This aircraft was planned as the Hs 165 B.
However, by the spring of 1942 the usefulness of aircraft carriers in modern naval warfare had been amply demonstrated, and on 13 May 1942, the German Naval Supreme Command ordered work resumed on the German carrier projects. Henschel was happy to have the refined Hs 165 A at hand, and the type was immediately put into production.
The resulting Hs 165 A-1 differed in many equipment details from the former pre-production aircraft, and the armament was upgraded, too. The wing-mounted MG FF 20mm cannons were replaced with more effective and lighter MG 151/20 guns, while the pair of MG 17 machine guns above the engine was replaced by a pair of heavy MG 131 machine guns. The observer's single, light MG 15 machine gun was also upgraded to a belt-fed MG 81Z with two barrels, or a single MG 131.
The original BMW 801A engine remained the same, though, and due to the Hs 165 A-1’s higher overall weight the aircraft's performance deteriorated slightly.
Production did not last for long though, because further work on the Graf Zeppelin was soon terminated, and this time for good. In the meantime, the RLM had also decided to reduce the variety of aircraft types and rather develop specialized versions of existing aircraft than dedicated types like the Hs 165. As a consequence Hs 165 production was stopped again in June 1943, with several improved versions on the drawing board. These included the A-2 single seater and the C with an alternative liquid-cooled Jumo 213 powerplant.
The land-based Hs 165 B never materialized because, at the time of the type’s introduction into service, the dive bomber concept had turned out to be much too vulnerable in the European theatre of operations. Effectively, the Hs 165 needed cover from more agile fighters and did not stand a chance against enemy fighters.
However, until the end of production about 100 Hs 165 aircraft had been delivered to land-based front line units, since no German aircraft carrier ever materialized, and these machines were primarily used in Northern Europe in the coastal defense role and for harassment attacks in the North and Baltic Sea until 1945.
In service, they were gradually replaced by Ju 88 torpedo bombers and the Fw 190 A-5a/U14, which was able to carry a single torpedo, too, but offered a much better performance than the heavy and large Hs 165.
General characteristics:
Crew: 2 (pilot and observer/gunner)
Length: 11.08 m (36 ft 4 in)
Wingspan: 13.95 m (45 ft 9 in)
Height: 4.18 m (13 ft 8 in)
Wing area: 26.8 m² (288 ft²)
Empty weight: 9,725 lb (4,411 kg)
Max. takeoff weight: 14,300 lb (6,486 kg)
Powerplant:
1 × BMW 801A air-cooled 14 cylinder two row radial engine, 1,700 hp (1,250 kW)
Performance:
Maximum speed: 302 mph (262 kn, 486 km/h) at 11,000 ft (3,350 m)
Cruise speed: 235 mph (204 kn, 378 km/h)
Range: 1,400 miles (1,220 nmi, 2,253 km)
Service ceiling: 22,500 ft (6,860 m)
Wing loading: 43.1 lb/ft² (210 kg/m²)
Power/mass: 0.12 hp/lb (0.19 kW/kg)
Armament:
2× 20 mm MG 151/20 cannon in the wings
2 × 13 mm MG 131 machine gun above the engine
1 × 7.92 mm MG 81Z, firing backwards
1× 1000 kg (2,200 lb) bomb, or
1× 765 kg (1,685 lb) torpedo, or
1 × 500 kg (1,100 lb) bomb plus 4 × 50 kg (110 lb) bombs, or
4 × 250 kg (551 lb) ventrally
The kit and its assembly:
Another entry for the 2016 "In the Navy" Group Build at whatfimodelers.com, and in this case a complete kitbash for a fictional aircraft. Originally, this idea started as a Hs 126 on floats, which then turned into a low wing aircraft (in the Ju 87 class) and finally evolved into a carrier-capable torpedo bomber. Pretty dramatic evolution, but once the plan was settled, things quickly turned into hardware.
Ingredients include:
- Fuselage, cockpit and stabilizers (though mounted differently) from an Italeri Hs 126
- Wings from a Mastercraft (ex ZTM Plastyk) PZL 23 Karas, with the ventral gondala removed
- Landing gear from a Matchbox He 70, wheels from a Mastercraft Su-22;
- Engine/cowling from an Academy Fw 190, plus various donation parts and a putty plug
- Canopy from a Matchbox Brewster Buffalo
- German torpedo from the spares box (IIRC from an Italeri He 111)
Even though this is a kitbash, work was rather easy and straightforward, because most of the parts come from OOB donation kits. First, the Hs 126 fuselage was finished without an interior and the Fw 190 nose section transplanted. Inside, a styrene tube was added in order to hold the propeller and let it spin freely. In parallel, the landing gear wells were cut into the wings and the flaps separated/opened. Then the canopy was integrated into the fuselage, using styrene strips and putty.
For the wings, a wide opening had to be cut into the Hs 126’s lower fuselage, and the parts took some putty work to blend together.
Once the wings were in place, the landing gear was mounted as well as the scratched torpedo hardpoint. The cockpit interior followed suit with new seats and two figures, then the Buffalo canopy was modified for the rear machine gun mount and glued into place.
Painting and markings:
I wanted a rather "dry", typical German livery, and settled for a simple splinter scheme with a low waterline in the naval colors RLM 72 (a kind of very dark olive drab) and 73 (a bluish, very dark green) with light blue (RLM 65) undersides.
In this case I used enamels from the Modelmaster Authentic range, treated with a light black ink wash and with serious panel shading (with Humbrol 66 and a mix of Humbrol 30 + 77, respectively), because some color pictures I got hands on from early German naval aircraft (e. g. He 115 or Ar 196) suggest that the two murky, green tones weathered and bleached easily, and the enhanced contrast between the very similar colors was IMHO helpful, anyway.
The interior and the landing gearw as painted in contemporary RLM 02, the torpedo is simple black with a gun metal tip and a brass propeller.
The markings had to be puzzled together; I originally wanted the kit to be part of one of the Küstenfliegergruppen, in particular KüFliGr 106. But in mid 1943, these were partly integrated into the Kampffliegergruppen, and offensive parts of KüFliGr 106 were added to KG 6. It took some time to figure out where KG 6 was operating in the time frame I wanted to place the Hs 165, and eventually found 8./KG 6 from the third group that was based in Belgium at that time and flew Ju 88 torpedo bombers - so I added the Hs 165 to that squadron.
As a side effect, the aircraft would not carry any of the fuselage bands or other bright ID markings - the only color highlights are the red wing tip and the individual code "K" letter, and I used a grey decal for the 8th squadron's code letter "S" for better contrast with the dark green livery. Another "highlight" is a KG 6 emblem behind the engine, which I found on a Peddinghaus Decals sheet in the stash. Anyway, this minimal and very conservative livery does not look bad at all, though?
A complex kitbashing,done in about a week, and despite some trouble and major body work the result looks IMHO very good - especially the flight scenes, with the retracted (retouched...) landing gear show the sleek lines of the Hs 126, the fictional Hs 165 looks pretty fast and purposeful. And with a different engine, this could also carry some Hinomaru - the thing reminds me a lot of Japanese torpedo bombers (e. g. the B5N?) and carrier-borne reconnaissance aircraft?
Preserved class 55 no. 55016 'Gordon Highlander' prepares to enter the headshunt off 2A18 Loughborough-> Leicester North in order to run round and form 2B18 to Loughborough on 31st August 2014 during the Great Central Railway's Diesel Gala.
22 locomotives were produced between 1961 and 1962. They were designed and geared to operate high speed services on the East Coast Mainline out of Kings Cross. Each locomotive was fitted with 2 Napier Deltic D18-25 engines and they operated at a maximum speed of 100mph. They were introduced onto the East Coast Mainline where they took over from class 40 hauled trains. The locos frequently hauled loads of up to 13 coaches and hauled prestigious trains such as the Flying Scotsman and achieved a time of 5 hours 30 minutes between London and Edinburgh with a call at Newcastle. In the late 1970s, the class 55s were slowly stepped down to secondary roles as the High Speed Train sets replaced them on high speed trunk services. 31 December 198 marked the final class 55 powered service from Edinburgh to London Kings Cross. Six locomotives and 2 cabs were saved and preserved following the withdrawal of the class 55s. 55002, 55009 and 55022 are all certified for operation on the mainline. 55016 was used by Porterbrook and was painted in their corperate purple livery for a time whilst it operated on the mainline following it's sale in 2008, it has been absent from mainline use, however following a further sale, it may be returning to the mainline fairly soon.
You had seen this bird very often, but do you understand this bird, it's thread and contribution? Let's have a reading about it and learn about this little bird together, includes me. ;)
Eurasian tree sparrow (Passer montanus)
The Eurasian tree sparrow (Passer montanus) is a passerine bird in the sparrow family with a rich chestnut crown and nape, and a black patch on each pure white cheek. The sexes are similarly plumaged, and young birds are a duller version of the adult. This sparrow breeds over most of temperate Eurasia and Southeast Asia, where it is known as the tree sparrow, and it has been introduced elsewhere including the United States, where it is known as the Eurasian tree sparrow or German sparrow to differentiate it from the native unrelated American tree sparrow. Although several subspecies are recognised, the appearance of this bird varies little across its extensive range.
The Eurasian tree sparrow's untidy nest is built in a natural cavity, a hole in a building or the large nest of a European magpie or white stork. The typical clutch is five or six eggs which hatch in under two weeks. This sparrow feeds mainly on seeds, but invertebrates are also consumed, particularly during the breeding season. As with other small birds, infection by parasites and diseases, and predation by birds of prey take their toll, and the typical life span is about two years.
The Eurasian tree sparrow is widespread in the towns and cities of eastern Asia, but in Europe it is a bird of lightly wooded open countryside, with the house sparrow breeding in the more urban areas. The Eurasian tree sparrow's extensive range and large population ensure that it is not endangered globally, but there have been large declines in western European populations, in part due to changes in farming practices involving increased use of herbicides and loss of winter stubble fields. In eastern Asia and western Australia, this species is sometimes viewed as a pest, although it is also widely celebrated in oriental art.
Description
The Eurasian tree sparrow is 12.5–14 cm (5–5½ in) long, with a wingspan of about 21 cm (8.25 in) and a weight of 24 g (0.86 oz), making it roughly 10% smaller than the house sparrow. The adult's crown and nape are rich chestnut, and there is a kidney-shaped black ear patch on each pure white cheek; the chin, throat, and the area between the bill and throat are black. The upperparts are light brown, streaked with black, and the brown wings have two distinct narrow white bars. The legs are pale brown, and the bill is lead-blue in summer, becoming almost black in winter.
This sparrow is distinctive even within its genus in that it has no plumage differences between the sexes; the juvenile also resembles the adult, although the colours tend to be duller. Its contrasting face pattern makes this species easily identifiable in all plumages; the smaller size and brown, not grey, crown are additional differences from the male house sparrow. Adult and juvenile Eurasian tree sparrows undergo a slow complete moult in the autumn, and show an increase in body mass despite a reduction in stored fat. The change in mass is due to an increase in blood volume to support active feather growth, and a generally higher water content in the body.
The Eurasian tree sparrow has no true song, but its vocalisations include an excited series of tschip calls given by unpaired or courting males. Other monosyllabic chirps are used in social contacts, and the flight call is a harsh teck. A study comparing the vocalisations of the introduced Missouri population with those of birds from Germany showed that the US birds had fewer shared syllable types (memes) and more structure within the population than the European sparrows. This may have resulted from the small size of the founding North American population and a consequent loss of genetic diversity.
Taxonomy
The Old World sparrow genus Passer is a group of small passerine birds that is believed to have originated in Africa, and which contains 15–25 species depending on the authority. Its members are typically found in open, lightly wooded, habitats, although several species, notably the house sparrow (P. domesticus) have adapted to human habitations. Most species in the genus are typically 10–20 cm (4–8 in) long, predominantly brown or greyish birds with short square tails and stubby conical beaks. They are primarily ground-feeding seed-eaters, although they also consume invertebrates, especially when breeding. Genetic studies show that the Eurasian tree sparrow diverged from the other Eurasian members of its genus relatively early, before the speciation of the house, plain-backed and Spanish sparrows. The Eurasian species is not closely related to the American tree sparrow (Spizella arborea), which is an American sparrow.
The Eurasian tree sparrow's binomial name is derived from two Latin words: passer, "sparrow", and montanus, "of the mountains" (from mons "mountain"). The Eurasian tree sparrow was first described by Carl Linnaeus in his 1758 Systema Naturae as Fringilla montana, but, along with the house sparrow, it was soon moved from the finches (family Fringillidae) into the new genus Passer created by French zoologist Mathurin Jacques Brisson in 1760. The Eurasian tree sparrow's common name is given because of its preference of tree holes for nesting. This name, and the scientific name montanus, do not appropriately describe this species's habitat preferences: the German name Feldsperling ("field sparrow") comes closer to doing so.
Subspecies
This species varies little in appearance across its large range, and the differences between the eight extant subspecies recognised by Clement are slight. At least 15 other subspecies have been proposed, but are considered to be intermediates of the listed races.
- P. m. montanus, the nominate subspecies, ranges across Europe except southwestern Iberia, southern Greece, and the former Yugoslavia. It also breeds in Asia east to the Lena River and south to the northern regions of Turkey, the Caucasus, Kazakhstan, Mongolia and Korea.
- P. m. transcaucasicus, described by Sergei Aleksandrovich Buturlin in 1906, breeds from the southern Caucasus east to northern Iran. It is duller and greyer than the nominate race.
- P. m. dilutus, described by Charles Wallace Richmond in 1856, is resident in the extreme northeast of Iran, northern Pakistan and northwest India. It also occurs further north, from Uzbekistan and Tajikistan east to China. Compared to P. m. montanus, it is paler, with sandy-brown upperparts.
- P. m. tibetanus, the largest race by size, was described by Stuart Baker in 1925. It is found in the northern Himalayas, from Nepal east through Tibet to northwest China. It resembles P. m. dilutus, but is darker.
- P. m. saturatus, described by Leonhard Hess Stejneger in 1885, breeds in Sakhalin, the Kuril Islands, Japan, Taiwan and South Korea. It is deeper brown than the nominate subspecies and has a larger bill.
- P. m. malaccensis, described by Alphonse Dubois in 1885, is found from the southern Himalayas east to Hainan and Indonesia. It is a dark race, like P. m. saturatus, but is smaller and more heavily streaked on its upperparts.
- P. m. hepaticus, described by Sidney Dillon Ripley in 1948, breeds from northeast Assam to northwest Burma. It is similar to P. m. saturatus, but redder on its head and upperparts.
Distribution and habitat
The Eurasian tree sparrow's natural breeding range comprises most of temperate Europe and Asia south of about latitude 68°N (north of this the summers are too cold, with July average temperatures below 12°C) and through Southeast Asia to Java and Bali. It formerly bred in the Faroes, Malta and Gozo. In South Asia it is found mainly in the temperate zone. It is sedentary over most of its extensive range, but northernmost breeding populations migrate south for the winter, and small numbers leave southern Europe for North Africa and the Middle East. The eastern subspecies P. m. dilutus reaches coastal Pakistan in winter and thousands of birds of this race move through eastern China in autumn.
The Eurasian tree sparrow has been introduced outside its native range, but has not always become established, possibly due to competition with the house sparrow. It was introduced successfully to Sardinia, eastern Indonesia, the Philippines and Micronesia, but introductions to New Zealand and Bermuda did not take root. Ship-carried birds colonised Borneo. This sparrow has occurred as a natural vagrant to Gibraltar, Tunisia, Algeria, Egypt, Israel, and Dubai.
In North America, a population of about 15,000 birds has become established around St. Louis and neighbouring parts of Illinois and southeastern Iowa. These sparrows are descended from 12 birds imported from Germany and released in late April 1870 as part of a project to enhance the native North American avifauna. Within its limited US range, the Eurasian tree sparrow has to compete with the house sparrow in urban centres, and is therefore mainly found in parks, farms and rural woods. The American population is sometimes referred to as the "German sparrow", to distinguish it from both the native American tree sparrow species and the much more widespread "English" house sparrow.
In Australia, the Eurasian tree sparrow is present in Melbourne, towns in central and northern Victoria and some centres in the Riverina region of New South Wales. It is a prohibited species in Western Australia, where it often arrives on ships from Southeast Asia.
Despite its scientific name, Passer montanus, this is not typically a mountain species, and reaches only 700 m (2,300 ft) in Switzerland, although it has bred at 1,700 m (5,600 ft) in the northern Caucasus and as high as 4,270 m (14,000 ft) in Nepal. In Europe, it is frequently found on coasts with cliffs, in empty buildings, in pollarded willows along slow water courses, or in open countryside with small isolated patches of woodland. The Eurasian tree sparrow shows a strong preference for nest-sites near wetland habitats, and avoids breeding on intensively managed mixed farmland.
When the Eurasian tree sparrow and the larger house sparrow occur in the same area, the house sparrow generally breeds in urban areas while the smaller Eurasian tree sparrow nests in the countryside. Where trees are in short supply, as in Mongolia, both species may utilise man-made structures as nest sites. The Eurasian tree sparrow is rural in Europe, but is an urban bird in eastern Asia; in southern and central Asia, both Passer species may be found around towns and villages. In parts of the Mediterranean, such as Italy, both the Tree and the Italian or Spanish sparrows may be found in settlements. In Australia, the Eurasian tree sparrow is largely an urban bird, and it is the house sparrow which utilises more natural habitats.
Behaviour and ecology
Breeding
The Eurasian tree sparrow reaches breeding maturity within a year from hatching, and typically builds its nest in a cavity in an old tree or rock face. Some nests are not in holes as such, but are built among roots of overhanging gorse or similar bush. Roof cavities in houses may be used, and in the tropics, the crown of a palm tree or the ceiling of a verandah can serve as a nest site. This species will breed in the disused domed nest of a European magpie, or an active or unused stick nest of a large bird such as the white stork, white-tailed eagle, osprey, black kite or grey heron. It will sometimes attempt to take over the nest of other birds that breed in holes or enclosed spaces, such as the barn swallow, house martin, sand martin or European bee-eater.
Pairs may breed in isolation or in loose colonies, and will readily use nest boxes. In a Spanish study, boxes made from a mixture of wood and concrete (woodcrete) had a much higher occupancy rate than wooden boxes (76.5% versus 33.5%), and birds nesting in woodcrete sites had earlier clutches, a shorter incubation period and more breeding attempts per season. Clutch size and chick condition did not differ between nest box types, but reproductive success was higher in woodcrete, perhaps because the synthetic nests were 1.5 °C warmer than their wooden counterparts.
The male calls from near the nest site in spring to proclaim ownership and attract a mate. He may also carry nest material into the nest hole. The display and nest building is repeated in autumn. The preferred locations for the autumn display are old Eurasian tree sparrow nests, particularly those where nestlings had hatched. Empty nest boxes, and sites used by house sparrows or other hole nesting birds, such as tits, pied flycatchers or common redstarts, are rarely used for the autumn display.
The untidy nest is composed of hay, grass, wool or other material and lined with feathers, which improve the thermal insulation. A complete nest consists of three layers; base, lining and dome. The typical clutch is five or six eggs (rarely more than four in Malaysia), white to pale grey and heavily marked with spots, small blotches, or speckling; they are 20 x 14 mm (0.8 x 0.6 in) in size and weigh 2.1 g (0.08 oz), of which 7% is shell. The eggs are incubated by both parents for 12–13 days before the altricial, naked chicks hatch, and a further 15–18 days elapse before they fledge. Two or three broods may be raised each year; birds breeding in colonies produce more eggs and fledglings from their first broods than solitary pairs, but the reverse is true for second and third clutches. Females which copulate frequently tend to lay more eggs and have a shorter incubation time, so within-pair mating may be an indicator of the pairs' reproductive ability. There is a significant level of promiscuity; in a Hungarian study, more than 9% of chicks were sired by extra-pair males, and 20% of the broods contained at least one extra-pair young.
Hybridisation between the Eurasian tree sparrow and the house sparrow has been recorded in many parts of the world with male hybrids tending to resemble the Eurasian tree sparrow while females have more similarities with the house sparrow. A breeding population in the Eastern Ghats of India, said to be introduced, may also hybridise with house sparrows. On at least one occasion a mixed pair has resulted in fertile young. A wild hybridisation with the resident sparrows of Malta, which are intermediate between the Spanish sparrow (P. hispaniolensis) and Italian sparrows (P. italiae), was recorded in Malta in 1975.
Feeding
The tree sparrow is a predominantly seed and grain eating bird which feeds on the ground in flocks, often with house sparrows, finches, or buntings. It eats weed seeds, such as chickweeds and goosefoot, spilled grain, and it may also visit feeding stations, especially for peanuts. It will also feed on invertebrates, especially during the breeding season when the young are fed mainly on animal food; it takes insects, woodlice, millipedes, centipedes, spiders and harvestmen.
Adults use a variety of wetlands when foraging for invertebrate prey to feed nestlings, and aquatic sites play a key role in providing adequate diversity and availability of suitable invertebrate prey to allow successful chick rearing throughout the long breeding season of this multi-brooded species. Large areas of formerly occupied farmland no longer provide these invertebrate resources due to the effects of intensive farming, and the availability of supplementary seed food within 1 kilometre (0.62 mi) of the nest-site does not influence nest-site choice, or affect the number of young raised.
In winter, seed resources are most likely to be a key limiting factor. At this time of year, individuals in a flock form linear dominance hierarchies, but there is no strong relation between the size of the throat patch and position in that hierarchy. This is in contrast to the house sparrow; in that species, fights to establish dominance are reduced by the display of the throat patch, the size of which acts as a signalling "badge" of fitness.
The risk of predation affects feeding strategies. A study showed increased distance between shelter and a food supply meant that birds visited a feeder in smaller flocks, spent less time on it and were more vigilant when far from shelter. Sparrows can feed as "producers", searching for food directly, or "scroungers", just joining other flock members who have already discovered food. Scrounging was 30% more likely at exposed feeding sites, although this is not due to increased anti-predator vigilance. A possible explanation is that riskier places are used by individuals with lower fat reserves.
Survival
Predators of the tree sparrow include a variety of accipiters, falcons and owls, such as the Eurasian sparrowhawk, common kestrel, little owl, and sometimes long-eared owl and white stork. It does not appear to be at an increased risk of predation during its autumn moult, despite having fewer flight feathers at that time. Nests may be raided by Eurasian magpies, jays, least weasels, rats, cats and constricting snakes such as the horseshoe whip snake.
Many species of birdlice are present on the birds and in their nests, and mites of the genus Knemidocoptes have been known to infest populations, resulting in lesions on the legs and toes. Parasitisation of nestlings by Protocalliphora blow-fly larvae is a significant factor in nestling mortality. Egg size does not influence nestling mortality, but chicks from large eggs grow faster.
Tree sparrows are also subject to bacterial and viral infections. Bacteria have been shown to be an important factor in the failure of eggs to hatch and in nestling mortality, and mass deaths due to Salmonella infection have been noted in Japan. Avian malaria parasites have been found in the blood of many populations, and birds in China were found to harbour a strain of H5N1 that was highly virulent to chickens.
The immune response of tree sparrows is less robust than that of the house sparrow and has been proposed as a factor in the greater invasive potential of the latter. The house sparrow and tree sparrow are the most frequent victims of roadkill on the roads of Central, Eastern and Southern Europe. The maximum recorded age is 13.1 years, but three years is a typical lifespan.
Status
The tree sparrow has a large, currently unquantified range; its world population is also unknown, but includes an estimated 52–96 million individuals in Europe. Although population trends have not been evaluated, the species is not believed to approach the thresholds for the population decline criterion of the IUCN Red List (that is, declining more than 30% in ten years or three generations). For these reasons, the species' conservation status is evaluated at the global level as "Least Concern".
Although the tree sparrow has been expanding its range in Fennoscandia and eastern Europe, populations have been declining in much of western Europe, a trend reflected in other farmland birds such as the skylark, corn bunting and northern lapwing. From 1980 to 2003, common farmland bird numbers fell by 28%. The collapse in populations seems to have been particularly severe in Great Britain, where there was a 95% decline between 1970 and 1998, and Ireland, which had only 1,000–1,500 pairs in the late 1990s. In the British Isles, such declines may be due to natural fluctuations, to which tree sparrows are known to be prone. Breeding performance has improved substantially as population sizes have decreased, suggesting that decreases in productivity were not responsible for the decline and that survival was the critical factor. The large decline in tree sparrow numbers is probably the result of agricultural intensification and specialisation, particularly the increased use of herbicides and a trend towards autumn-sown crops (at the expense of spring-sown crops that produce stubble fields in winter). The change from mixed to specialised farming and the increased use of insecticides has reduced the amount of insect food available for nestlings.
Relationships with humans
The tree sparrow is seen as a pest in some areas. In Australia, it damages many cereal and fruit crops and spoils cereal crops, animal feed and stored grain with its droppings. Quarantine rules prohibit the transport of this species into Western Australia.
Chairman Mao Zedong of China attempted in April 1958 to reduce crop damage by tree sparrows, estimated at 4.5 kg (9.9 lb) of grain per bird each year, by mobilising three million people and many scarecrows to drive the birds to death by exhaustion. Although initially successful, the "great sparrow campaign" had overlooked the numbers of locusts and other insect pests consumed by the birds, and crop yields fell, exacerbating a famine which led to the deaths of 30 million people between 1959 and 1961. The tree sparrow's consumption of insects has led to its use in agriculture to control fruit tree pests and the common asparagus beetle, Crioceris aspergi.
The tree sparrow has long been depicted in Chinese and Japanese art, often on a plant spray or in a flying flock, and representations by oriental artists including Hiroshige have featured on the postage stamps of Antigua and Barbuda, Central African Republic, China and the Gambia. More straightforward illustrations were used on the stamps of Belarus, Belgium, Cambodia, Estonia and Taiwan. The fluttering of the bird gave rise to a traditional Japanese dance, the Suzume Odori, which was depicted by artists such as Hokusai.
In the Philippines, where it is one of several species referred to as maya, and is sometimes specifically referred to as the "mayang simbahan" ("church maya" or "church sparrow"), the tree sparrow is the most common bird in the cities. Many urban Filipinos confuse it with the former national bird of the Philippines, the black-headed munia - also called a maya, but specifically differentiated in folk taxa as the "mayang pula" ("red maya").
[Credit: en.wikipedia.org/]
Police started to restrict flow of people into the store only about 10-15 mins after their arrival... Perhaps they had a clever plan to accumulate maximum of people first and then to push them out without telling any reason. Just not to cause panic.
Kreka Mines 1944-built German 'Kriegslok' 2-10-0 No.33-064 snakes its maximum trailing load of empty gondola coal wagons,out of Lukavac exchange sidings, heading for Sikulje opencast mine on 9 November 2014.
© Copyright Gordon Edgar - No unauthorised use
+++ 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 G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engine variant. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats. The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy.
Flight testing of three pre-production aircraft was successful, with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.
An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes. The first pre-series 'Yankee' (the nickname of the new aircraft) flew in July 1968.
AMI (Italian Air Force) placed orders for two batches, 35 fighters followed by another 20, later cut to ten. The last one was delivered around mid 1976, so the total was two prototypes, 20 pre-series and 45 series aircraft. No immediate export success followed, though, and the Italian G.91Ys’ service lasted until the early '90s as attack/recce machines, both over ground and sea, until the AMX replaced them until 1994.
However, upon retirement some G.91Ys were still in good condition and the airframes had still some considerable flight hours left, so that about thirty revamped aircraft were put up for sale from 1992 onwards. At the same time, Poland was undergoing a dramatic political change. After the dissolution of the Soviet Union the Eastern European country immediately turned its political attention westward, including the prospects of joining NATO. The withdrawal of Russian forces based in Poland and partly obsolete military equipment of the Polish forces themselves led to a procurement process from 1991 onwards, which, among others, included a replacement for the Polish MiG-17 (domestic Lim-5, Lim-6 and Lim-6bis types), which had been operated by both Polish air force and navy since the late Sixties, primarily as fighter bombers in their late career, but also for reconnaissance tasks.
The G.91Y appeared, even though a vintage design, to be a suitable replacement option, since its performance envelope and the equipment outfit with three cameras in the nose made it a perfect package – and the price tag was not big, either. Especially the Polish Navy showed much interest, and after 10 months of negotiations Poland eventually bought 22 G.91Y from Italy, plus five G.91T two-seaters for conversion training, which were delivered between June 1993 and April 1994.
For the new operator the machines only underwent minor modifications. The biggest change was the addition of wirings and avionics for typical Polish Air Force ordnance, like indigenous MARS-2 pods for 16 unguided 57mm S-5 missiles, iron bombs of Russian origin of up to 500 kg (1.100 lb) caliber, SUU-23-2 gun pods as well as R-3 and R-60 missiles (which were very similar to the Western AIM-9 Sidewinder and actually date back to re-engineered specimen obtained by the USSR during the Korea war!). All machines were concentrated at Gdynia-Babie Doły in a newly founded, dedicated fighter bomber of the 1 Naval Aviation Squadron, which also operated MiG-21 fighters and PZL Iskra trainers. The Polish G.91Ys, nicknamed “Polski Fiat” by their crews (due to their compact size and overall simplicity, in reminiscence of the very popular, locally license-built Fiat 126), not only replaced the vintage MiG-17 types and some Polish Navy MiG-21 fighters, but also the handful of MiG-15UTI trainer veterans which were still used by the Polish Navy for observation duties over the Baltic Sea.
When Poland joined NATO on 12 March 1999, the G.91Ys (18 were still in service, plus all five trainers) received another major overhaul, a new low-visibility paint scheme, and they were updated with avionics that ensured inter-operability with other NATO forces, e .g. a GPS positioning sensor in a small, dorsal hump fairing. In 2006, when deliveries of 48 F-16C/D fighters to Poland started, the G.91Ys were to be retired within 12 months. But problems with the F-16s’ operability kept the G.91Y fleet active until 2011, when all aircraft were grounded and quickly scrapped.
General characteristics:
Crew: one
Length: 11.67 m (38 ft 3.5 in)
Wingspan: 9.01 m (29 ft 6.5 in)
Height: 4.43 m (14 ft 6.3 in)
Wing area: 18.13 m² (195.149 ft²)
Empty weight: 3,900 kg (8,598 lb)
Loaded weight: 7,800 kg (17,196 lb)
Max. takeoff weight: 8,700 kg (19,180 lb)
Powerplant:
2× General Electric J85-GE-13A turbojets, 18.15 kN (4,080 lbf) each
Performance:
Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)
Range: 1,150 km (621 nmi, 715 mi)
Max. ferry range with drop tanks: 3,400 km (2,110 mls)
Service ceiling: 12,500 m (41,000 ft)
Rate of climb: 86.36 m/s (17,000 ft/min)
Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)
Thrust/weight: 0.47 at maximum loading
Armament:
2× 30 mm (1.18 in) DEFA cannons with 120 RPG
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
This whiffy Yankee Gina was inspired by a profile that had popped up during WWW picture search a while ago. Tracking it back, I found it to be artwork created and posted at DeviantArt by user “Jeremak-J”, depicting a G.91Y in polish markings and sporting a two-tone grey camouflage with light blue undersides and a medium waterline. I found the idea bizarre, but attractive, and, after some research, I found a small historic slot that might have made this “combo” possible.
When I recently delved through my (growing…) kit pile I came across a Matchbox G.91Y in a squashed box and with a cracked canopy – and decided to use that kit for a personal Polish variant.
The Matchbox G.91Y bears light and shadow galore. While it is IIRC the only IP kit of this aircraft, it comes with some problem areas. The fit of any major kit component is mediocre and the cockpit tub with an integral seat-thing is …unique. But the overall shape is IMHO quite good – a typical, simple Matchbox kit with a mix of (very fine) raised and engraved panel lines.
The OOB canopy could not be saved, but I was lucky to find a replacement part in the spares box – probably left over from the first G.91Y I built in the early Eighties. While the donor part had to be stripped from paint and was quite yellowed from age, it saved the kit.
It was built almost OOB, since major changes would not make sense in the context of my background story of a cheap 2nd hand purchase for an air force on a lean budget. I just added some details to the cockpit and changed the ordnance, using missile pods and iron bombs of Soviet origin (from a Kangnam/Revell Yak-38).
The exhausts were drilled open, because OOB these are just blank covers, only 0.5 mm deep! Inside, some afterburners were simulated (actually main wheels from an Arii 1:100 VF-1).
The flaps were lowered and extended, which is easy to realize on this kit.
The clumsy, molded guns were cut away, to be later replaced with free-standing, hollow steel needles.
In order to add some more exterior detail I also scratched the thin protector frames around the nozzles with thin wire.
Since the replacement canopy looked quite old and brittle, I did not dare cutting the clear part in two, so that the cockpit remained closed, despite the effort put into the interior.
A personal extra is the pair of chaff/flare dispensers on the rear fuselage, reminiscent of Su-22 installations.
Painting and markings:
The inspiring profile was nice, but I found it to be a bit fishy. The depicted tactical code format would IMHO not be plausible for the aircraft’s intended era, and roundels on the fuselage flanks would also long have gone in the Nineties. Therefore, I rather looked at real world benchmarks from the appropriate time frame for my Polish Gina’s livery, even though I wanted to stay true to the artist’s original concept, too.
One direction to add more plausibility was the scheme that Polish Su-22 fighter bombers received during their MLU, changing the typical tactical camouflage in up to four hues of green and brown into a much more subdued two tone grey livery with lighter, bluish-grey undersides, combined with toned-down markings like tactical codes in white outlines only. Some late MiG-21s also received this type of livery, and at least one Polish Fishbed instructional airframe received white low-viz national insignia.
For the paint scheme itself I used the MiG-21 pattern as benchmark (found in the Planes & Pilots MiG-21 book) and adapted it to the G.91Y as good as possible. The tones were a little difficult to define – some painting instructions recommend FS 36118 (US Gunship Grey) for the dark upper grey tone, but this is IMHO much too murky. Esp. on the Su-22s, the two upper greys show only little contrast, and the lower grey does not stand out much against the upper tones, either. On the other side, I found a picture of a real-life MiG-21U trainer in the new grey scheme, and the contrast between the grey on the upper surfaces appeared much stronger, with the light grey even having a brownish hue. Hmpf.
As a compromise I settled for FS 36173 (F-15E Dark Grey) and 36414 (Flint Grey). For the undersides I went for FS 35414 (Blue Green), which comes close to the typical Soviet underside blue, but it is brighter.
After basic painting, the kit received a light black ink wash and subtle post-shading, mostly in order to emphasize single panels, less for a true weathering effect.
The cockpit was painted in Dark Gull Grey (Humbrol 140), with a light blue dashboard and a black ejection seat. The OOB pilot was used and received an olive drab suit with a light grey helmet, modern and toned down like the aircraft itself. The landing gear as well as the air intake interior were painted in different shades of aluminum.
The decals were, as so often, puzzled together from various sources. The interesting, white-only Polish roundels come from a Mistercraft MiG-21. I also added them to the upper wing surfaces – this is AFAIK not correct, but without them I found the model to look rather bleak. Under the wings, full color insignia were used, though. The English language “Navy” markings on the fuselage might appear odd, but late MiG-21s in Polish Navy service actually had this operator designation added to their spines!
The typical, tactical four-digit code consists of markings for Italian Tornados, taken from two different Italeri sheets. The squadron emblem on the fin came from a Mistercraft Su-22, IIRC.
Most stencils were taken from the OOB sheet, some of them were replaced with white alternatives, though, in order to keep a consistent overall low-viz look.
Finally the kit was sealed with matt acrylic varnish.
An interesting result. Even though this Polish Gina is purely fictional, the model looks surprisingly convincing, and the grey low-viz livery actually suits the G.91Y well.
A Land Iguana posing on a rock on South Plaza Island.
Land Iguana
The Galapagos Land Iguana (Conolophus subcristatus) is a species of lizard in the Iguanidae family and is endemic to the Galápagos Islands, primarily the islands of Fernandina, Isabela, Santa Cruz, North Seymour, Hood and South Plaza. The Galapagos Land Iguana varies in morphology and coloration among different island populations. There are two taxonomically distinct forms of Conolophus inhabiting the western part of the islands (C. rosada and C. pallidus) and one in the central part (C. subcristatus). Its generic name, Conolophus, is derived from two Greek words: conos meaning "spiny" and lophos meaning "crest" or "plume", denoting the spiny crests along their backs. Its specific name subcristatus is derived from the Latin words sub meaning "lesser" and cristatus meaning "crested," and refers to the low crest of spines along the animal's back which is not as tall as in most iguanids. Charles Darwin described the Galapagos Land Iguana as "ugly animals, of a yellowish orange beneath, and of a brownish-red colour above: from their low facial angle they have a singularly stupid appearance." The Galapagos Land Iguana grows to a length of three to five feet with a body weight of up to twenty-five pounds, depending upon which island they are from. Being cold-blooded, they absorb heat from the sun by basking on volcanic rock, and at night sleep in burrows to conserve their body heat. These iguanas also enjoy a symbiotic relationship with birds; the birds remove parasites and ticks, providing relief to the iguanas and food for the birds. Land iguanas are primarily herbivorous; however, some individuals have shown that they are opportunistic carnivores supplementing their diet with insects, centipedes and carrion. Because fresh water is scarce on the islands it inhabits, the Galapagos Land Iguana obtains the majority of its moisture from the prickly-pear cactus that makes up 80% of its diet: fruit, flowers, pads, and even spines. During the rainy season it will drink from available standing pools of water and feast on yellow flowers of the genus Portulaca. It is estimated that the Galapagos Land Iguana has a 50 to 60-year lifespan. Galapagos Land Iguanas become sexually mature anywhere between eight and fifteen years of age, depending on which island they are from. Mating season also varies between islands, but soon after mating, the females migrate to sandy areas to nest, laying 2-25 eggs in a burrow 18 inches deep. The eggs hatch anywhere from 90 to 125 days later. On South Plaza Island, where the territories of Marine Iguanas and Land Iguanas overlap, the two sometimes interbreed, resulting in a mixture of features from each species; resulting in what is known as a Hybrid Iguana. The most likely unions tend to be between male Marine Iguanas and Female Land Iguanas. Despite their long separation time and their being two distinct species from different genera, the offspring are viable, although likely sterile. It is estimated that between 5,000 and 10,000 land iguanas are found in the Galapagos. These iguanas were so abundant on Santiago Island at one time that naturalist Charles Darwin remarked when it was called King James Island that "...when we were left at James, we could not for some time find a spot free from their burrows on which to pitch our single tent". In the years since then, entire populations (including all the animals on Santiago Island) have been wiped out by introduced feral animals such as pigs, rats, cats, and dogs. It has been suggested that a pink morph of the Galapagos population is actually a genetically distinct subpopulation. This would warrant a separate species designation for the pink subpopulation. Subsequent genetic analysis of the pink morphs have suggested that the subpopulation split off from the main C. subcristatus one at least five million years ago. Beginning in the early 1990s the Galapagos Land Iguana is the subject of an active re-introduction campaign on Baltra Island. These animals became extinct on Baltra by 1954, allegedly wiped out by soldiers stationed there who shot the iguanas for amusement. However, in the early 1930s, William Randolph Hearst had translocated a population of Land Iguanas from Baltra to North Seymour Island, a smaller island just a few hundred metres north of Baltra because he could not understand why no iguanas were present there. Hearst's translocated iguanas survived, and became the breeding stock for the Charles Darwin Research Station captive breeding program which has successfully reintroduced the species to Baltra and a number of other areas. Visitors today frequently see iguanas on both the runway of the Baltra airport or while they cross the road.
South Plaza Island
South Plaza is a small island off the east coast of Santa Cruz in the Galapagos Islands. It has an area of 0.13 km˛ and a maximum altitude of 23 meters. The island south plaza was formed by lava up streaming from the bottom of the ocean. Despite its small size it is home to a large number of species and it is famous for its extraordinary flora. That is why this island is very popular with visitors. On the steep banks it is possible to see a great number of birds such as nesting Red-billed Tropicbirds and Swallow-tailed Gulls, but most of all, enjoying the beautiful view from atop the steep banks or strolling along the base of the cliff is an extremely pleasurable experience. Very attractive are the beautiful prickly pear cactus trees and of course the large colony of Galapagos Land Iguanas. Depending on the season, the Sesuvium ground vegetation changes its color from intense green in the rainy season to orange and purple in the dry season.
Galapagos Islands
The Galápagos Islands (official name: Archipiélago de Colón; other Spanish names: Islas de Colón or Islas Galápagos) are an archipelago of volcanic islands distributed around the equator in the Pacific Ocean, some 900 km west of Ecuador. It is a UNESCO World Heritage site: wildlife is its most notable feature. Because of the only very recent arrival of man the majority of the wildlife has no fear of humans and will allow visitors to walk right up them, often having to step over Iguanas or Sea Lions.The Galápagos islands and its surrounding waters are part of a province, a national park, and a biological marine reserve. The principal language on the islands is Spanish. The islands have a population of around 40,000, which is a 40-fold expansion in 50 years. The islands are geologically young and famed for their vast number of endemic species, which were studied by Charles Darwin during the voyage of the Beagle. His observations and collections contributed to the inception of Darwin's theory of evolution by natural selection.
Lockheed Martin F-16C/D Fighting Falcon (Block 52) 2009 – until? The 2009 show season marks the transition to the US Air Force’s premier, front-line F-16 fighter. The Block 52s have an upgraded Avionics package that brings the Thunderbird fleet into alignment with the rest of the worldwide F-16 fleet. Additionally, the more powerful Pratt & Whitney 229 engine adds an additional 3,600 lbs of thrust. This in turn increases the maximum allowable gross weight for ground handling, taxi, takeoff and in-flight maneuvers nearly 5000 lbs. Note: The F-16 represents 53% of USAF Fighter Force Structure and 49% of the USAF’s total combat force (source: USAF as of 6/07)
The Squadron was activated, after 6 months training in an unofficial status, on January 1, 1953 as the 3600th Air Demonstration Team at Luke AFB, just west of Phoenix. They flew their debut exhibition at Luke a week later, and began public exhibitions at the 1953 Cheyenne Frontier Days in Cheyenne, Wyoming. The team had flown 26 shows by that August. The first team leader was Major General Dick Catledge, and the first plane flown by the squadron was the F-84 Thunderjet. As the F-84G Thunderjet was a single seat fighter, a 2 seat T-33 Shooting Star served as the narrator's aircraft and was used as the VIP/Press ride aircraft. The T-33 served with the Thunderbirds in this capacity in the 1950s & 1960s.
The next year, the Thunderbirds performed their first overseas air shows, in a tour of South America. A year later, in 1955, they moved to the F-84F Thunderstreak aircraft, in which they performed 91 air shows. The aircraft of the squadron was again changed in June 1956, to the F-100 Super Sabre, which gave the pilots supersonic capability. This switch was accompanied by a move of headquarters to Nellis AFB, Nevada on June 1 with their first show after the move being held on June 23. It also signaled a shift in their performance routine—for example, the Cuban 8 opening routine was dropped, and emphasis was placed on low, screaming flyovers and demonstrations of takeoff performance. For a time, if the show's sponsor permitted it, the pilots would create a "sonic boom" (this ended when the FAA banned supersonic flight over the continental U.S.)
In 1960 a decision was made to allow the tail (vertical stabilizer) of the #4 slot plane, blackened by the exhaust of the other planes, to remain black. (Contrary to rumor, the stabilizer was never painted black.) This practice remained in force through the 1973 season. In 1961, the team was compelled to discontinue the vertical bank maneuver due to an FAA regulation prohibiting aerobatics that pointed the nose of the aircraft toward the crowd. 1962 saw the introduction of dual solo routines, and the Thunderbirds went on their first European deployment in 1963, the year after the disbanding of the "Skyblazers" (see below). The team switched to the F-105 Thunderchief for a brief period, but returned to the F-100 in 1964 after only six airshows, following Capt. Gene Devlin's death resulting from structural failure of the aircraft in a high-G climbing maneuver. The F-100 was also judged to be more maneuverable for demonstration displays, and was retained through the 1968 season.
By 1967, the Thunderbirds had flown 1,000 shows. In 1969, the squadron adopted the noisy and huge F-4E Phantom, which it flew until 1973, the only time the Thunderbirds would fly jets similar to those of the Blue Angels, as it was the standard fighter for both services. A special white paint had to be developed to cover high-temperature metals, replacing the bare metal paint scheme of past planes. The white paint scheme has been continued to the present. Due to the 1973 oil crisis, the team was grounded for some time. In 1974 they switched to the more economical T-38 Talon, a supersonic trainer based on the F-5 fighter. Five T-38s used the same amount of fuel needed for one F-4 Phantom. The switch to the T-38 also saw an alteration of the flight routine to exhibit the aircraft's maneuverability in tight turns, and also ended the era of the black tail on the #4 slot plane, which would now be regularly cleaned and shined like the others.
In 1982, there was another disaster for the Thunderbirds, occurring during pre-season training on January 18. While practicing the 4 plane diamond loop, the formation impacted the ground at high speed, instantly killing all four pilots: Major Norm Lowry, leader, Captain Willie Mays, Captain Pete Peterson and Captain Mark Melancon. The cause of the crash was officially listed by the USAF as the result of a mechanical problem with the #1 aircraft's control stick actuator. During formation flight, the wing and slot pilots visually cue off of the #1 lead aircraft, completely disregarding their positions in relation to the ground
In 1983, the team returned to front-line fighters with the General Dynamics F-16A Fighting Falcon. They would change to the updated F-16C (now Lockheed-Martin) in 1992, an aircraft which has proven its outstanding effectiveness in both air-to-ground and air superiority competitions.
After switching to the F-16s the Thunderbirds had no major incidents until September 14, 2003 when #6 Pilot, opposing solo, Capt. Chris Strickland failed to calibrate his altimeter to the elevation of Mountain Home AFB where their flight demonstration was to be held. He instead flew with the same settings as their home base of Nellis AFB their home base. Moments after the start of the show Capt. Strickland sent his white F-16 thundering down the runway, pulling vertical then rolling his aircraft over to perform a Split-S, his first maneuver of the show. To the shock and horror of the onlookers, Stricklands aircraft failed to complete the maneuver and instead smashed into the ground less than 500 yards from spectators. "It was really quiet," remembers Michael Draper, who saw the crash first hand. "Nobody said a word until we saw the pilot stand up. Everyone shouted 'he got out! he got out!' he got out at the last second."
In 1986, the Thunderbirds did a fly-by for the re-dedication of the Statue of Liberty in New York City, which was viewed by tens of millions. They also performed the first American military demonstration in a Communist country when the team visited Beijing, China in 1987. Their 3,000th air show was performed in 1990. In 1996, the team participated in the Atlanta Olympics' opening ceremonies, which were viewed by an estimated 3.5 billion people worldwide. The squadron celebrated its 50th anniversary on June 1, 2003.
Also in 2005, the Thunderbirds temporarily grounded themselves pending an investigation into a minor mid-air incident during the Chicago Air & Water Show on August 20. During a diamond formation slow-roll pass, the tip of the missile rail on the right wing of the slot (#4) aircraft contacted the left stabilator of the right (#3) aircraft. A four-foot section of the missile rail snapped off, while the #3 aircraft sustained damage described by one of the Thunderbirds pilots as a "medium deep scratch" to the red paint of the stabilator. Amateur video showed the missile rail falling into the "safety box" on Lake Michigan away from boaters. While there were no injuries and the aircraft remained apparently flightworthy, the demonstration was immediately terminated, all aircraft returned to Gary International Airport, and the Thunderbirds did not return for the second day of the Chicago show. The Right Winger (#3) was Major D. Chris Callahan, and the Slot position (#4) was flown by Major Steve Horton.
The 2007 European Goodwill Tour was conceived as an opportunity to spread international goodwill and demonstrate the pride, precision and professionalism of Airmen worldwide. It was the Thunderbirds’ first visit to Europe after the tragic events of 9-11 and the team took to this monumental challenge with tenacity. History was made at the first stop during an expertly coordinated flag-panel unveiling in Ireland, which highlighted the Thunderbirds’ first-ever air show performance in the country. Despite inclement weather, more than 100,000 people attended the air show, garnering nationwide exposure by Irish media. Coverage also spanned the globe when Air Force Link posted the story and photos provided by the team.
Additional stops along the way included aerial demonstrations in Poland, Romania, Bulgaria's Graf Ignatievo Air Base, Italy, France and England, where the Thunderbirds participated in The Royal International Air Tattoo, world’s largest air show. VIPs in attendance included Parliament and even British royalty. Outside of aerial demonstrations, the team participated in eight official public relations events attended by heads of state and local civic leaders. There were also multiple community visits with needy children throughout the European theater in an effort to make new friends and eliminate the stereotypical Eastern view of Americans as the world’s police. It took months of planning and hundreds of man-hours to pull it off, but the five-week trip to seven different European countries was diplomatic, historic and sensational.
On November 10 and November 11, 2007, the City of Las Vegas and Nellis AFB saluted the U.S. Air Force, hosting the capstone event of the USAF's 60th anniversary celebration. Those that came to this historic event witnessed some of the best aerobatic performances and aerial demonstrations seen anywhere in the world. Thanks to endorsement and sponsorship by Las Vegas, Aviation Nation was the most publicized air show in America with more than $680,000 in guaranteed media reaching regional, national and international audiences through an extensive advertising and promotions program.
The 2009 air show schedule
March
Luke AFB, AZ Mar. 21/22
MacDill AFB, FL Mar. 28/29
April
Keesler AFB, MS Apr. 4/5
Ceiba, Puerto Rico Apr. 18/19
Langley AFB, VA Apr. 25/26
May
Robins AFB, GA May 2/3
Branson, MO May 9/10
Andrews AFB, MD May 15/16/17
Wantagh, NY (Jones Beach) May 23/23
USAF Academy, CO May 27
Ellsworth AFB, SD May 30/31
June
Hill AFB, UT June 6/7
Ocean City, MD June 13/14
Dover AFB, DE June 20/21
Helena, MT June 27/28
July
Battle Creek, MI July 4/5
Peoria, IL July 11/12
Dayton, OH July 18/19
Cheyenne, WY July 22
Milwaukee, WI July 25/26
August
Vienna, OH (Youngstown ARB) Aug 8/9
Chicago, IL Aug. 15/16
Atlantic City, NJ Aug. 19
Selfridge ANGB, MI Aug. 22/23
Hillsboro, OR Aug. 29
September
Cleveland, OH Sep. 5/6/7
Sacramento, CA Sep. 12/13
Hickam AFB, HI Sep. 19/20 (Start of Far East Tour)
October
The final list of Far East Tour locations is still to be determined
November
Homestead ARB, FL Nov. 7/8
Nellis AFB, NV Nov. 14/15
BSSR House, 2011. Huib van Wijk, architect.
CREATIVITY IS AN UNKNOWN LANGUAGE EVERYONE UNDERSTANDS.
We are living in busy times, and families don’t always have much time to spend together. In response to this, the sociable kitchen is introduced, which is a large, inviting communal area for the family, with plenty of room to meet, have fun, cook lovely food and eat together. Our kitchen is the place for meals and the family’s meeting place. With plenty of room for everyday meals and parties. Cosiness, togetherness and time for one another. A place for shared experiments in the art of creating wonderful food and great taste experiences. Our kitchen works just as well on weekdays, when everything needs to be done quickly and efficiently, as it does at the weekend when there is more time to enjoy cooking. The focal point in the kitchen set-up is the work island. This is in the centre of the room, so that more than one person can work and prepare meals at the same time. Whether you’re making sushi or an omelette.
Architecture is about reduction. This kitchen has been reduced to its essence.