View allAll Photos Tagged modifications
Picture of my girlfriend Valérie. Probably one of my favorite out there. Making of video coming soon!
The Royal Air Force unveiled impressive images of a unique aircraft formation to celebrate the forty years of service of the Panavia "Tornado GR4" attack jet.
From Wikipedia, the free encyclopedia
The Panavia "Tornado" is a family of twin-engine, variable-sweep wing multirole combat aircraft, jointly developed and manufactured by Italy, the United Kingdom, and West Germany. There are three primary "Tornado" variants: the "Tornado IDS" (interdictor/strike) fighter-bomber, the suppression of enemy air defences "Tornado ECR" (electronic combat/reconnaissance) and the "Tornado ADV" (air defence variant) interceptor aircraft.
The "Tornado" was developed and built by Panavia Aircraft GmbH, a tri-national consortium consisting of British Aerospace (previously British Aircraft Corporation), MBB of West Germany, and Aeritalia of Italy. It first flew on 14 August 1974 and was introduced into service in 1979–1980. Due to its multirole design, it was able to replace several different fleets of aircraft in the adopting air forces. The Royal Saudi Air Force (RSAF) became the only export operator of the "Tornado" in addition to the three original partner nations. A tri-nation training and evaluation unit operating from RAF Cottesmore, the Tri-National "Tornado" Training Establishment, maintained a level of international co-operation beyond the production stage.
The "Tornado" was operated by the Royal Air Force (RAF), Italian Air Force, and RSAF during the Gulf War of 1991, in which the "Tornado" conducted many low-altitude penetrating strike missions. The "Tornado's" of various services were also used in conflicts in the former Yugoslavia during the Bosnian War and Kosovo War, the Iraq War, Libya during the Libyan civil war, as well as smaller roles in Afghanistan, Yemen, and Syria. Including all variants, 992 aircraft were built.
Development
Origins
During the 1960s, aeronautical designers looked to variable-geometry wing designs to gain the manoeuvrability and efficient cruise of straight wings with the speed of swept wing designs. The United Kingdom had cancelled the procurement of the TSR-2 and subsequent F-111K aircraft, and was still looking for a replacement for its Avro "Vulcan" and Blackburn "Buccaneer" strike aircraft. Britain and France had initiated the AFVG (Anglo French Variable Geometry) project in 1965, but this had ended with French withdrawal in 1967. Britain continued to develop a variable-geometry aircraft similar to the proposed AFVG, and sought new partners to achieve this. West German EWR had been developing the swing-wing EWR-Fairchild-Hiller "A400 AVS (Advanced Vertical Strike) (which has a similar configuration to the "Tornado").
In 1968, West Germany, the Netherlands, Belgium, Italy and Canada formed a working group to examine replacements for the Lockheed F-104 "Starfighter", initially called the Multi Role Aircraft (MRA), later renamed as the Multi Role Combat Aircraft (MRCA). The participating nations all had ageing fleets that required replacing; but, as the requirements were so diverse, it was decided to develop a single aircraft that could perform a variety of missions that were previously undertaken by a fleet of different aircraft. Britain joined the MRCA group in 1968, represented by Air Vice-Marshal Michael Giddings, and a memorandum of agreement was drafted between Britain, West Germany, and Italy in May 1969.
By the end of 1968, the prospective purchases from the six countries amounted to 1,500 aircraft. Canada and Belgium had departed before any long-term commitments had been made to the programme; Canada had found the project politically unpalatable; there was a perception in political circles that much of the manufacturing and specifications were focused on Western Europe. France had made a favorable offer to Belgium on the Dassault "Mirage 5", which created doubt as to whether the MRCA would be worthwhile from Belgium's operational perspective.
Panavia Aircraft GmbH
On 26 March 1969, four partner nations – United Kingdom, Germany, Italy and the Netherlands, agreed to form a multinational company, Panavia Aircraft GmbH, to develop and manufacture the MRCA. The project's aim was to produce an aircraft capable of undertaking missions in the tactical strike, reconnaissance, air defence, and maritime roles; thus allowing the MRCA to replace several different aircraft then in use by the partner nations. Various concepts, including alternative fixed-wing and single-engine designs, were studied while defining the aircraft. The Netherlands pulled out of the project in 1970, citing that the aircraft was too complicated and technical for the RNLAF's preferences, which had sought a simpler aircraft with outstanding manoeuvrability. An additional blow was struck by the German requirement reduced from an initial 600 aircraft to 324 in 1972. It has been suggested that Germany deliberately placed an unrealistically high initial order to secure the company headquarters and initial test flight in Germany rather than the UK, so as to have a bigger design influence.
When the agreement was finalised, the United Kingdom and West Germany each had a 42.5% stake of the workload, with the remaining 15% going to Italy; this division of the production work was heavily influenced by international political bargaining. The front fuselage and tail assembly was assigned to BAC (now BAE Systems) in the United Kingdom; the centre fuselage to MBB (now EADS) in West Germany; and the wings to Aeritalia (now Alenia Aeronautica) in Italy. Similarly, tri-national worksharing was used for engines, general and avionic equipment. A separate multinational company, Turbo-Union, was formed in June 1970 to develop and build the RB199 engines for the aircraft, with ownership similarly split 40% Rolls-Royce, 40% MTU, and 20% FIAT.
At the conclusion of the project definition phase in May 1970, the concepts were reduced to two designs; a single seat Panavia 100 which West Germany initially preferred, and the twin-seat Panavia 200 which the RAF preferred (this would become the "Tornado"). The aircraft was briefly called the Panavia "Panther", and the project soon coalesced towards the two-seat option. In September 1971, the three governments signed an Intention to Proceed (ITP) document, at which point the aircraft was intended solely for the low-level strike mission, where it was viewed as a viable threat to Soviet defences in that role. It was at this point that Britain's Chief of the Defence Staff announced "two-thirds of the fighting front line will be composed of this single, basic aircraft type".
Prototypes and testing
The first of more than a dozen "Tornado" prototypes took flight on 14 August 1974 at Manching, Germany; the pilot, Paul Millett described his experience: "Aircraft handling was delightful... the actual flight went so smoothly that I did begin to wonder whether this was not yet another simulation". Flight testing led to the need for minor modifications. Airflow disturbances were responded to by re-profiling the engine intakes and the fuselage to minimise surging and buffeting experienced at supersonic speeds.
According to Jim Quinn, programmer of the "Tornado" development simulation software and engineer on the "Tornado" engine and engine controls, the prototype was safely capable of reaching supercruise, but the engines had severe safety issues at high altitude while trying to decelerate. The triple shaft engine, designed for maximum power at low altitude, resulted in severe vibrations while attempting to decelerate at high altitude. At high altitude and low turbine speed the compressor did not provide enough pressure to hold back the combustion pressure and would result in a violent vibration as the combustion pressure backfired into the intake. To avoid this effect the engine controls would automatically increase the minimum idle setting as altitude increased, until at very high altitudes the idle setting was so high, however, that it was close to maximum dry thrust. This resulted in one of the test aircraft being stuck in a mach 1.2 supercruise at high altitude and having to reduce speed by turning the aircraft, because the idle setting at that altitude was so high that the aircraft could not decelerate.
The British Ministry of Supply ordered Chief Engineer Ted Talbot from the Concorde development team to provide intake design assistance to the "Tornado" development team in order to overcome these issues, which they hesitantly agreed to after noting that the "Concorde" intake data had apparently already been leaked to the Soviet Union. The German engineers working on the "Tornado" intake were unable to produce a functional "Concorde" style intake despite having data from the "Concorde" team. To make the problem worse, their management team incorrectly filed a patent on the "Concorde" design, and then tried to sue the British engineers who had provided the design to them. The German lawyers realized that the British had provided the designs to the German team, and requested further information to help their engineers overcome the problems with the "Tornado" intake, but Chief Engineer Talbot refused. According to Talbot, the "Concorde" engineers had determined the issue with the "Tornado" intake was that the engine did not respond to unexpected changes in the intake position, and therefore the engine was running at the wrong setting for a given position of the intake ramps. This was because the "Concorde" had similar issues due to control pressure not being high enough to maintain proper angles of the intake ramps. Aerodynamic forces could force the intakes into the improper position, and so they should have the ability to control the engines if this occurs. The "Tornado" intake system did not allow for this. Due to the behaviour of the German management team, the British engineers declined to share this information, and so the "Tornado" was not equipped with the more advanced intake design of the "Concorde".
Testing revealed that a nose-wheel steering augmentation system, connecting with the yaw damper, was necessary to counteract the destabilising effect produced by deploying the thrust reverser during landing rollouts.
From 1967 until 1984 Soviet KGB agents were provided details on the "Tornado" by the head of the West German Messerschmitt-Bölkow-Blohm Planning department, Manfred Rotsch.
Two prototypes were lost in accidents, both of which had been primarily caused by poor piloting decisions and errors leading to two ground collision incidents; a third "Tornado" prototype was seriously damaged by an incident involving pilot-induced pitch oscillation. During the type's development, aircraft designers of the era were beginning to incorporate features such as more sophisticated stability augmentation systems and autopilots. Aircraft such as the "Tornado" and the General Dynamics F-16 "Fighting Falcon" made use of these new technologies. Failure testing of the "Tornado's" triplex analogue command and stability augmentation system (CSAS) was conducted on a series of realistic flight control rigs; the variable-sweep wings in combination with varying, and frequently very heavy, payloads complicated the clearance process.
Production
The contract for the Batch 1 aircraft was signed on 29 July 1976. The first aircraft were delivered to the RAF and German Air Force on 5 and 6 June 1979 respectively. The first Italian "Tornado" was delivered on 25 September 1981. On 29 January 1981, the Tri-National "Tornado" Training Establishment (TTTE) officially opened at RAF Cottesmore, remaining active in training pilots from all operating nations until 31 March 1999. The 500th "Tornado" to be produced was delivered to West Germany on 19 December 1987.
Export customers were sought after West Germany withdrew its objections to exporting the aircraft; Saudi Arabia was the only export customer of the "Tornado". The agreement to purchase the "Tornado" was part of the controversial Al-Yamamah arms deal between British Aerospace and the Saudi government. Oman had committed to purchasing "Tornado's" and the equipment to operate them for a total value of £250 million in the late 1980s, but cancelled the order in 1990 due to financial difficulties.
During the 1970s, Australia considered joining the MRCA programme to find a replacement for their ageing Dassault "Mirage IIIs"; ultimately the McDonnell Douglas F/A-18 "Hornet" was selected to meet the requirement. Canada similarly opted for the F/A-18 after considering the "Tornado". Japan considered the "Tornado" in the 1980s, along with the General Dynamics F-16 "Fighting Falcon" and F/A-18, before selecting the "Mitsubishi F-2", a domestically produced design based on the F-16. In the 1990s, both Taiwan and South Korea expressed interest in acquiring a small number of "Tornado ECR" aircraft. In 2001, EADS proposed a "Tornado ECR" variant with a greater electronic warfare capability for Australia.
Production came to an end in 1998; the last batch of aircraft being produced went to the Royal Saudi Air Force, who had ordered a total of 96 IDS "Tornado's". In June 2011, it was announced that the RAF's "Tornado" fleet had flown collectively over one million flying hours. Aviation author Jon Lake noted that "The Trinational Panavia Consortium produced just short of 1,000 Tornados, making it one of the most successful postwar bomber programs". In 2008, AirForces Monthly said of the "Tornado": "For more than a quarter of a century ... the most important military aircraft in Western Europe."
These are my three latest mods before the modding began. Total break-down.
The RPK was the hardest one, seeing as I drilled a few pieces (stock, handle), although it was a great adventure. :P
Oh, and that M4-type mod's red dot is not backwards. I took it straight off of a vector, hince it's whatever side it was before. Don't hate.
Thanks for viewing and all of the positive feedback! My last currently done mod will be up shortly.
What started out as a modification by Third-Dot Arms for the old M-4 Carbine, quickly transformed into a weapon of its own. This is the M-5A1 Assault Rifle, one of Third-Dot's top selling products. It was purpose built to be as cost effective as possible, without sacrificing any capability. Because of this, the M-5 lacks the large amount of electronics seen on most weapons today, making do with only a tiny timing chip to prevent jamming. That's important for the M5 as it uses a "reversed bolt" to allow for its small bullpup design. It's also built largely from Plastic Composite, which is cheaper then other materials on the market today. Despite these cutbacks, the M-5A1 is still a highly capable, and accurate rifle. It's bullpup design and lightweight body allows it to be maneuvered easily in close quarters, yet its long internal barrel allows it to engage targets accurately at long range. No wonder the Central Defense Contractors, the largest PMC in the US, field the M-5 as their main combat rifle.
This was a fun build. It's nice to be PMGing again. Expect more soon now that I've climbed out of this rut I was in.
P.S.: For anyone how would like to point out that "this would never work" because there's "no room for a bolt" please look up the TKB-022 AR and leave me alone... Thank you :D
P.S.P.S. I've been having issues with PMG not wanting to save JPG images... I had to printscreen and cut out this pick. If anyone is having the same issue or knows how to fix it, let me know.
I'm satisfied with the Portal Gun--it's finished.
I'm fairly happy with Chell, but I need to touch up the paint in a few places, and I definitely need to give her a protective matte coating when I'm done.
St Paul's in Jarrow was the site of one of the most famous Anglo Saxon monasteries in England, famed as the residence of the Venerable Bede. The monastery was founded by Benedict Biscop in c681 and its church survives as the chancel of the present building (with a few later modifications). A few years later a second church (a larger building with aisles) was built on the site of the present nave which remained a separate building until the two were linked by the construction of what is now the lower half of the central tower in c800, but the upper half wasn't built until shortly after the Norman Conquest in 1072, and thus is still decidedly Anglo Saxon in design (the lower half of the structure wasn't originally intended to become a tower which accounts for its unusual rectangular design).
Following the Reformation the monastery was dissolved and St Paul's became a parish church. Substantial ruins of the old monastic buildings remain on the south side of the nave, mostly dating from the Norman period. The old Saxon nave had sadly fallen into disrepair by 1782 and was demolished; it was rebuilt in 1866 by George Gilbert Scott in a simplified early Gothic style with a north aisle. Externally the two halves have weathered harmoniously and the newer parts are less obvious.
Inside the church the eye is drawn to the ancient chancel beyond the mysterious space beneath the low arches of the tower. The original tiny window-openings remain in the side walls and one is even glazed with a roundel of Anglo Saxon glass excavated at the site and leaded into an abstract composition in more recent years, and is thus the oldest coloured glass to be seen in any British church. Further pieces from the site (including some leaded into more complete patterns and even a figure) can be seen at the nearby Bede Museum at Jarrow Hall a short walk to the north.
St Paul's is one of the most historic and ancient churches in the country and is well worth a visit. The church is open most days, though it is currently struggling to raise money for urgent repairwork to the ancient tower. Opening times are given on their website.
www.jarrowparish.info/our-churches-and-congregations/st-p...
For more on this fascinating ancient church see the link below:-
Refurbishment of an old 4x5 Graflex camera for the Kodak Aero Ektar Lens
www.spillerphoto.com/the-monster-graflex-a-camera-for-the...
Nope, I'm not tearing down my Volvo NL12 unit. I did cut the chassis some time ago but just to give it another look. The chassis was still raised with Technic beam and I want to get rid of the Technic look of it. The axles will be renewed as well and will be much better detailed. No, this model is still a stayer. Have no reason to say goodbye to it yet!
The Renfro Boarding House (also known as the Renfro House) is historically recognized as the oldest building in Dunnellon, Florida.
The structure incorporates several distinctive regional design elements: An "L"-shaped floor plan. A traditional wood frame assembly. Decorative scalloped rafter tails along the roofline.
Originally built at the intersection of Illinois Street and West Pennsylvania Avenue to shelter railroad workers, the building was later moved further west along Pennsylvania Avenue in 1903.
The house was built next to the newly laid train tracks in 1888 by James Renfro, it served as a vital hub for the railroad workers, cattle drivers, and laborers who flooded the area during Florida's massive hard-rock phosphate mining boom. It is considered one of the most significant architectural landmarks within the Dunnellon Boomtown Historic District.
Location and Status
The building stands on the northwest corner of Pennsylvania Avenue and Williams Street (U.S. 41).
Historic Designation: It is registered as a contributing historic property on the National Register of Historic Places.
Structural Alterations: Over the decades, the building underwent several modifications, including the addition of asbestos siding, new window insertions, and the closing off of its upper front porch.
Historical Highlights
The Pioneer Anchor: James Renfro built the establishment right alongside the Silver Springs, Ocala & Gulf Railroad line. Shortly after its opening, the local area post office relocated into the town, and Renfro became Dunnellon's very first postmaster.
The "Duke's" Connection: Renfro sold a 10-acre parcel of nearby land on the Withlacoochee River to a Confederate veteran named Albertus Vogt. In 1889, Vogt discovered ultra-pure hard rock phosphate on that property, triggering the historic "Boomtown" rush that permanently put Dunnellon on the map.
The Tourism Era: In 1900, the boarding house was purchased by the Lyman Lee family. Under their management, it became a legendary rest stop for travelers and cattle drivers, earning statewide fame for serving "the best biscuits in Florida".
Credit for the data above is given to the following websites:
www.google.com/search?q=what+is+the+architectural+style+o...
www.google.com/search?q=history+of+the+renfro+boarding+ho...
© All Rights Reserved - you may not use this image in any form without my prior permission.
Boskord Defense ={Slayer line}= Mark 63a Modification 2 Lightweight, Efficient Support Rifle System
---------------------
Cartridge: Various (7.92x39, 7.92x45, 7.62x54mm unrimmed cartridge)
Magazine: 50, 100 and 200-round belts
Accuracy: Depends on type of barrel
Rate of fire: 850 rounds per minute
Range: Depends on type of barrel
Death is an art - but gunfighting isn't. You never arrived to battlefield to have fun. You arrived there to kick your OPFOR's ass, by any and all means. For this reason, you must make it quick. We offer you one of the most accurate, reliable, hard-hitting and the cheapest. You may watch your enemy die in a bloodbath, or you can take one silent, never-noticed shot at him without spilling any blood, or you can just make a punch-sized hole in that bastard's chest. Peace through superior firepower - Something that Turkish have mastered upon time.
Mk.63a Mod.2 LESRS - One gigantic stream of bullets, passing from your head
Sometimes you may not be interested in that little M-249 your military is offering. Sometimes you just wanna screw all. None of them are too reliable. Even if they are reliable, they aren't accurate and can't do a damn thing! But you need it, don't you? Well, look what we got here!
The Mk.63 was of a great success indeed. But it did need more. While you were doing good making 100-rounds drums for it, it just wouldn't perform as well. Come on now, it never was supposed to be in support roles! For this reason, we thought that we could give you a new modification. A belt-fed one.
The Mk.63a gives you whatever you may ever need - Lightweight, accurate, hits hard, a really fast rate of fire (850 RPM!), really easy to change barrel, almost no chance of overheating (if it does, it's your fault), recoil control, and even the ability to attach or deattach bipods easily! It is also incredibly cheap, too!
It is available in a variety of calibers -7.92x39, 7.92x45, 7.62x54mm half-rimmed cartridges- and many types of belts -50, 100 or 200-rounds as per standard, though it is up to the user's choice-! Homever, your master gunsmith should be able to switch it to any calibers smaller than 7.62x54mm!
It is also known to be unparalalled in reliability - Not even the AKs can pass them!
The stock is not replaceable, as it holds the recoil buffers which is quite major for the user. Homever, the Mod.3 features a much more compact one rather than that.
Our weapons are known to be made of cheap, easily-available and reliable material. With the swift, accurate and incredibly cheap power of the Boskord, you will rule the battlefield - All by the Turkish power!
-----------------------
Kinda had some problems with this one when building. It's not particularly different from the Mk.63, I know, but enjoy!
-------------------------
Miscellanous: Mk.63a Mod.4, para variant:
Ces thermes sont en réalité les troisièmes construits dans la ville de Spa.
Cet imposant bâtiment comprenant deux étages est construit dans un style néo-Renaissance française sur les plans de l’architecte Léon Suys.
À l'origine, cet établissement comptait 52 cabines de bains avec 54 baignoires, 2 salles de grandes douches à forte pression, 2 grandes salles de douches ordinaires et hydrothérapiques avec bassin d’immersion, 2 salles d’hydrothérapie proprement dite, 2 salles pour douches en cercle, douches de siège et pour bains de pieds à eau courante ainsi que 2 plongeons. Par la suite, de nombreuses modifications ont été opérées dans un souci de modernisation de l'établissement.
Charles-Henri Thorelle fut chargé de la taille et de la sculpture des pierres de France. Les statues de la façade et des côtés sont les œuvres de Jacques Van Omberg et des frères Van Den Kerkhove. Le vestibule d'entrée et les salons de repos ont été décorés par le peintre Carpey.
Un premier établissement public de bains avait été érigé en 1828 sur l'actuelle place de l'hôtel de ville.
En 1841, un deuxième établissement fut construit Place Royale, à l’emplacement de l’ancien hôtel des Tuileries et de l’ancienne maison du tourisme situé au bout de la galerie Léopold II, à l’entrée du parc de Sept Heures. Une moyenne de 6 000 bains par an y était donnée.
Sous l'impulsion du bourgmestre Servais, les troisièmes thermes sont inaugurés le 15 août 1868 sur les prairies Lezaack. Il s'agit d'un ensemble hydrothérapique de première classe qui coûta la somme très importante pour l'époque d'1 500 000 de francs belges. Ces thermes accueillirent jusqu'à 167 182 opérations thermales par an (en 1967).
Après 135 années de fonctionnement, ces thermes ferment leurs portes en 2003.
Il aura fallu du temps, de la patience et plusieurs dizaines de millions mais le cœur de Spa revit. Le cœur, ce sont les anciens thermes de la ville. Ils deviennent l’hôtel des Bains.
Entamé en 2009, le processus de restauration et de transformation de cet édifice que l’on doit à Johan Suys est achevé. Inscrit au patrimoine mondial de l’Unesco, classé, il a séduit le groupe Denys qui s'est chargé de la restauration.
These thermal baths are actually the third to have been built in the town of Spa.
This imposing two-story building was constructed in the French Neo-Renaissance style, based on plans by the architect Léon Suys.
Originally, the establishment comprised 52 bathing cabins with 54 bathtubs, two rooms with large, high-pressure showers, two large rooms with standard and hydrotherapy showers and immersion pools, two hydrotherapy rooms, two rooms for circular showers, sitz showers, and foot baths with running water, as well as two diving pools. Subsequently, numerous modifications were made to modernize the facility. Charles-Henri Thorelle was responsible for cutting and sculpting the French stone. The statues on the facade and sides are the work of Jacques Van Omberg and the Van Den Kerkhove brothers. The entrance hall and relaxation rooms were decorated by the painter Carpey. The first public bathhouse was built in 1828 on what is now the Place de l'Hôtel de Ville (Town Hall Square).
In 1841, a second bathhouse was built on the Place Royale, on the site of the former Tuileries Palace and the former tourist information center located at the end of the Galerie Léopold II, at the entrance to the Parc de Sept Heures (Seven O'Clock Park). An average of 6,000 baths were administered there annually.
Under the impetus of Mayor Servais, the third bathhouse was inaugurated on August 15, 1868, on the Lezaack meadows. This first-class hydrotherapy complex cost the considerable sum, for the time, of 1,500,000 Belgian francs. These bathhouses hosted up to 167,182 spa treatments per year (in 1967).
After 135 years of operation, these thermal baths closed their doors in 2003. It took time, patience, and tens of millions of euros, but the heart of Spa has been reborn. The heart of Spa is the town's former thermal baths, now transformed into the Hôtel des Bains. Begun in 2009, the restoration and transformation of this building, designed by Johan Suys, is now complete. A UNESCO World Heritage Site, it attracted the Denys Group, which undertook the restoration.
fully mechanical hot hatch - modification of 31070 creator set
Flickr: www.flickr.com/photos/osterummoc/
Instagram: www.instagram.com/osterummoc/
Rebrickable: rebrickable.com/users/osterum/mocs/
Video: youtu.be/kZ3il-J_858
A 12M air suspension Asiad from Vasai neatly modified by divisional workshop. It was on its way to Swargate
"Century"
Mirage 2000-5F "Vieux Charles" de l'EC 01.002 "Cigognes" à l'occasion du centième anniversaire de la disparition du capitaine Georges Guynemer sur la BA 116 de Luxeuil (Hte Saône 2017)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved
Operator: Rajavartiolaitos - Finnish Border Guard
Aircraft: Agusta-Bell AB 412EP
Registration: OH-HVK
C/n: 36242
Time & Location: 26.06.2023, EFTP, Finland
Remarks: Arriving from a test flight after modifications done by Patria Helicopters.
A few more pictures of the rebuilt CB-95 - with the proper camera settings this time.
This is the most altered section of the Rockfish, with a fully closed command bridge, larger lower crew compartment and rebuilt upper deck and gun turret.
taken on the 21 dec 2012 in wiltshire uk...... Im not sure what these lines in the sky are but as you can see from the pictures they seemed to be pulling the spray left by the aircraft across the sky. As much as i dont like to believe it, i think weather modification is real and poses a great threat to all of us and life on earth in general as we all have to breathe the same air !.. The reason i post these pictures is to try and raise awareness as i feel that the more people that know about this, the more chance there is of putting an end to this complete madness !!! For those of you who have not heard of this before please research geo engineering, chemtrails, solar radiation management... Anyway thanks for looking at my pictures and thanks to all you guys who continue to post great pictures here on flickr.....