Replacing the Mk V Jaguar was the Mk VII (no Mk VI) same chassis as the Mk V but an all new body.

The Jaguar Mark VII, Mark VIII and Mark IX were all very similar to look at.

The 1950-56 Mk VII, new streamlined body, integrated headlights and 2 piece windscreen, and longer rear overhang, still had the spats over the rear wheels, engine; 3442cc 6 cylinder.

The 1957-59 MK VIII; more luxurious interior, now a one piece windscreen, fog lamps relocated, now round vents on the front panel. A curved chrome trim strip was added below the waistline, spats were cut back,

The 1958-61 MK IX; more powerful 3781cc engine, 4 wheel disc brakes.

Visually the early Mark IXs were identical in appearance to the Mark VIII except for the 'Mk IX' badge on the boot lid. Later versions had a larger tail-lamp assembly.

Engine; 220hp 3781cc 6 cyl

Brisbane Motor Museum

To replace aging, bandwidth-limited infrastructure with state-of-the-art satellite communications (SATCOM) terminals that can leverage the vastly increased data throughput capabilities of the Department of Defense constellation of Ka-band wideband global SATCOM satellites.

Read more at asc.army.mil/web/portfolio-item/eis-met/.

In the early 1950s O. Winston Link read in a magazine for train buffs that diesels would soon replace steam locomotives. Hearing that Norfolk & Western Railway planned to phase out steam engines, Link proposed taking pictures along the line’s 2,500 miles of track through Virginia, West Virginia, Maryland, and North Carolina. He took the first picture of the project in January 1955, and had created some 2,400 images documenting America’s remaining steam-powered trains and the communities they were a part of by time the trains ceased operation five years later. (When he began all trains on the line were steam-powered, the last of which ran in May 1960, and the line itself would end in 1963.) From 1955 to 1960 Link made at least 17 trips from New York, concentrating on the 238-mile Shenandoah Valley Line from Hagerstown, Maryland to Roanoke, Virginia, a line dating back to 1870.

At first Link concentrated on what he called “hardware shots,” shots of stationary locomotives that were mostly a record of their physical construction, but he soon transitioned to the features for which his photographs are famous: trains moving at full steam, contextualized by regional landscape and trackside towns, most often at night. Nothing about making these pictures was easy. It was hard to count on train speed and he could never be sure what the wind would do with the steam, but Link claimed it was the sun that was “too hard to control.” Photographing at night restored a certain amount of control to the photographer, but it came at the price of intense technical demands. Most exposures are 1/200 or 1/100 of a second, shot usually with a 4×5 Graphic View Camera and sometimes as many as three cameras synchronized. The synchronized flash system necessary to freeze a train on film was custom built by Link and included up to 60 flashbulbs per picture. One broken connection and the entire system would fail, and it was prohibitively expensive to do any test runs.

Link did the project completely at his own expense. When Norfolk & Western realized the magnitude of his project, however, they did provide him with a key to the phone boxes along the tracks. This communication allowed Link to not only check on train times, but sometimes ask trains to change speed, clean the engine to produce whiter steam, and even reverse and pass again. Link meticulously planned both composition and narrative in his photographs, and just setting up a picture could take from several hours to two full days. It took enormous collective effort to make these pictures, and they reflect Link’s many friendships with train personnel and members of the communities in which he photographed. It is important to remember that Link’s pictures do not record simply steam trains but the trackside rural America that would disappear with them. Indeed it seems his fascination with steam trains was equally matched by his affection for the people and small towns connected to them.

Livingroom on the Tracks, Lithia, Virginia was shot on December 16, 1955. Link writes in Ghost Trains:

This picture window was installed to make a room with a view. Trains don’t bother cats, dogs or people in spite of nearness to the main line, Shenandoah Division. The engineer of this train has Christmas dinner with the owners of this Virginia dwelling and expresses the possibility of No. 2 leaving the tracks to continue on a straight line through the house. The residents of this home have a tomato canning business, construction business, chicken farm (12,000 population) and run a general store where no one pays his bills. The store is seldom opened and at no scheduled time does it open. Probably, the store does not pay. The owner of this residence, Mrs. Hester Fringer, always treated us to a delicious fried chicken dinner whenever we worked in this area which was as frequently as possible as there were a lot of good locations here. Behind his house she had a natural spring fed from the mountains. Mrs. Hester Poulis and her son, George are in this photograph. Outside the house, Train No. 2’s wheels are showing, so it is close to 7:11p.m.

It is worth noting that seeing Train No. 2 come in to Norfolk and Western’s Waynesboro station is what originally inspired Link to write the company with his project proposal. In the same passage, Link also lists the technical data of “NW 720”: “4×5 View Camera, Super Panchro Press Type B film, 1/100 second f11-f16, 100mm WA Dagor lens, 13 #2 and 1 #0 flash bulbs.”

Ogle Winston Link was born in Brooklyn, New York on December 16, 1914. His father introduced him to photography and by the age of 15 he was already taking pictures of trains. He never formally studied photography, graduating from Brooklyn’s Polytechnic Institute in 1937 trained to be a civil engineer, but a shortage of engineering jobs and a series of coincidences led him to a career as a commercial photographer. In 1942 he took a job with Columbia University’s Division of War Research where he began to study night photography. At war’s end he established his own studio in Manhattan, funding his personal projects from newspaper, fashion, and advertising assignments. It was not until the early 1980s that curators began to discover him. Indeed, long before his pictures garnered much attention, he was known instead for the sound recordings of steam-engine noises he made at the same time and collected into a series of six long-playing records. Since 1983, however, his photographs have been exhibited at Catherine Edelman Gallery, Chicago; Robert Klein Gallery, Boston; A Gallery for Fine Photography, New Orleans; Robert Mann Gallery, New York; The Light Factory, Charlotte, North Carolina; Fraenkel Gallery, San Francisco; Jan Kesner Gallery, Los Angeles; Fay Gold Gallery, Atlanta; Light Impressions’ Spectrum Gallery; Rochester, New York. His work is included in such collections such as the Museum of Modern Art, New York; the Metropolitan Museum of Art, New York; the Victoria and Albert, London; and the Museum of Modern Art in Paris. Link died on January 30, 2001. The O. Winston Link Museum, housed in a 1905 passenger station for the Norfolk & Western Railway, opened in Roanoke, Virginia in January 2004.

A friend of mine gave me a new 64GB SSD, so I thought I'd replace the 60GB HDD in an old Dell Latitude D620 that I've got lying around so I could get the SSD experience. Well, the old piece o' crap has a bunk CD drive, so I couldn't load Windows on the bastard! Drat!

A friend of mine used to be a Dell repairman, and he's got a bitchin' set of tools. He can fix it. To be continued.

Replacing the Tuned Mass Dampers (big shock absorbers) in the bridge. Getting the platform in place is half the task!

Replacing the Tuned Mass Dampers (big shock absorbers) in the bridge. Getting the platform in place is half the task!

I took this photo from a painting. I was concerned that it might get skewed, ie, not square, but it turned out okay.

The chief contribution of Governor Kilby and Warden General Feagin was to make it possible for Alabama to modernize its system with an additional prison, Kilby. The new prison became more than a symbol of modernization, however, and it became the basis for reform changes that would occur for decades hence. Feagin designed a massive and thoroughly modern (for then) prison on the Baltimore model and secured the funding for its construction. In 1922, construction was started on Kilby Prison which was named in honor of Governor Kilby.

On January 15, 1923, Governor William W. Brandon of Tuscaloosa began his administration. Roy L. Nolen (replacing Feagin) was the head of the Board of Administration's Convict Department and in charge of all matters pertaining to the operation of all state prisons and the activities connected with them.

In February, the Legislative Session of 1923 made it unlawful "for any person to lease or let for hire any state convict to any person, firm, or corporation". Not having sufficient housing or staff to accomodate the leased inmates, the BOACD instead leased the mines and prisons from the mining companies, and as a State mine, kept the convicts in the same prison bed and mine.

The Legislative Session of 1923 also made provisions for executions to be performed by electrocution at the new prison Kilby. The public and festive hangings of the 1800's had long since disappeared. Instead, the hangings were conducted out of sight of the public on gallows built inside the county jails. This law took this practice from the counties and gave it to the State.

The Kilby Prison complex was completed in 1923 at a cost of $2,250,000, which was worth more than the total value of all the other prison properties combined. From the start, Kilby received compliments from all over the United States, and as far away as Europe, as being the most modern and best conducted prison in the nation.

Located four miles north of the State Capitol on 2,550 acres, Kilby had a comfortable capacity for 900 convicts. A twenty foot high reinforced concrete wall surrounded 27 acres within which the prison's buildings were located. These buildings were constructed of concrete and steel with a dark red brick veneer.

The main building was five stories high with the first floor having individual cells. The other top four floors had cells constructed that could hold up to five prisoners each. All cells had a private toilet and lavatory, were fireproof, and positioned to receive natural light and adequate ventilation. The temperatures in the upper tiers were equalized by forced ventilation through the roof. For bathing, large shower baths accommodated over 50 convicts at a time with hot and cold water provided. The kitchen and dining room had state of the art equipment which permitted economically well prepared meals three times a day. Medical care was provided by a hundred bed hospital and a dental parlor that was also thoroughly equipped. School rooms and a library were provided for the prisoner's educational programs. For the administration, ample offices were provided for the accounting department, the bureau of identification that used Bertillion system, spacious waiting rooms, and private offices for the officials. A power plant and laundry was also built.

Also inside the walls was the Kilby Cotton Mill and Kilby Shirt Factory. The 10,000 spindle mill employed 225 convicts in the production of 105,000 yards per week of the highest grade chambray cloth. The Kilby Cotton Mill opened on April 9th and began production on July 1, 1923. The mill was fireproof and used the latest designed machinery and equipment. Two thirds of the chambray produced was used by the Kilby Shirt Factory which employed 350 convicts in the manufacture of 12,000 blue work shirts per month. The remaining one third of the chambray was sold on the open market.

Kilby also had a modern and sanitary 100 cow dairy that used only purebred cows in the production of milk and butter. A large portion of the surrounding land was devoted to pastures for the dairy and beef cattle. About 1,500 acres was devoted to garden and farm crops to grow food for the convicts, the cattle, purebred swine, and to produce a surplus of cotton for the open market.

Two railroads and three highways passed through Kilby's property. Across a highway [US 231, Wetumpka-Montgomery] in front of the main building, in a beautiful oak grove, 30 homes were built for the officials and employees. Within this community center was also a hotel for the single employees. This prison village also had a "Community House" for the sole use of the employees and their families.

Kilby Prison became the receiving and distribution point for convicts entering or moving among the prisons, a function that Wetumpka Prison had previously performed. The hospital at Kilby was believed to be one of the best equipped hospitals in the South, according to the Physician Inspector, Dr. F. F. Blair. All new prisoners were brought to Kilby. On arrival they were placed in detention cells until they were photographed, Bertillioned, and fingerprinted. They were then given a thorough physical examination and classified for the work most suited to their physical and mental capabilities. Kilby had a well equipped dental laboratory and parlor where new prisoners were given any necessary dental treatment prior to being transferred elsewhere. The dentist made regular monthly visits to all prisons. He had one trained nurse to assist. A Wasserman test was made on each convict. All chronic and acute cases were brought to Kilby from other prisons. Out of 382 operations, there were only five deaths.

Kilby did much more than serve as a mere complement to the other prisons. Kilby made the group of facilities into a correctional system of programs and institutionalized elements of the reform movement. Kilby served as Alabama's turning point and Alabama's entry into a new era of corrections. Kilby made it possible to move into an era without the brutal convict lease system, into the road camp era that would last until 1975, past the demise of Kilby.

When Kilby opened in 1923, the state owned and operated Wetumpka, Speigner, #4, and #5 prisons. In early 1923, at Speigner Prison, a modern wood-framed prison building had been constructed to accommodate 600 convicts comfortably. The Aldrich, Banner, Belle Ellen, and Flat Top prisons were privately owned but state leased and employed convicts in mining. The River Falls Prison was also privately owned and manufactured high grade lumber in an up-to-date saw mill and finishing plant.

In 1934 a central ware house was established at Kilby for handling the many supplies used by the prison system. The Hawes-Cooper Law became effective January 19, 1934, which adversely affected the sales of prison produced items. This law created a boycott on prison made goods. Because of this the underwear and shirt factory were closed.

In 1960, a Trusty barracks at Kilby was completed and opened with a normal capacity of 400 convicts.

Kilby had over time become archaic and dilapidated, without proper convict living quarters, industrial areas, hospital facilities, educational and recreational facilities and the foundations and walls were cracking. While built originally on the outskirts of Montgomery, the area was becoming urban and thickly populated. Too many inmates were classified in over restrictive custodies, and more medium facilities were needed. A new cotton mill, abattoir and meat processing plant were also needed. Further new administrative offices, receiving and classification units and hospitals were also needed. The BOC Commissioner, Frank Lee, recommended that Kilby and the surrounding farms and real estate be sold and that new facilities be constructed with the proceeds.

On June 24, 1964, Frank Lee Youth Center was opened to house male offenders 21 or younger with sentences of less than ten years. The center had a capacity of 104 inmates. In 1966, J.F. Ingram was opened adjacent to FLYC. Vocational trades taught were body repair, auto mechanics, brick masonry, upholstery, cabinet making and welding.

In Nov 1969, Holman Prison was completed and occupied. Holman was named after a former warden of Kilby, William C Holman. Kilby's maximum security unit containing the electric chair (the Yellow Mamma) and death row inmates were moved to Holman.

In early January of 1970, the Mt Meigs Medical and Diagnostic Center [renamed later in honor of Kilby] was opened and by January 21st, all inmates had been removed for the old Kilby Prison. Subsequently, the out of use prison was razed.

Kum & Go says that they are staying in Jefferson, rather than Hy-Vee taking over, but we will see..

Replaced Bonnet. Nice view!

Replacing king pins

Buses replaced streetcars on 511 Bathurst until 17 February 2018. Streetcars returned to this route on Sunday, 18 February 2018.

Cameron found someone new.... :(

I know that feel, Jade.

In the snow nobody can see you cry.

I don't even know. He was boring, but he had those adorable fun cute moments and my soul was calm and happy. Yay, now me and Jade are in the same situation! ;-; We just gotta find somebody else then.

edited-cropped

From Wikipedia, the free encyclopedia

The Vought F-8 "Crusader" (originally F8U) is a single-engine, supersonic, carrier-based air superiority jet aircraft built by Vought for the United States Navy and Marine Corps (replacing the Vought F7U "Cutlass"), and for the French Navy. The first F-8 prototype was ready for flight in February 1955. The F-8 served principally in the Vietnam War. The "Crusader" was the last American fighter with guns as the primary weapon, earning it the title "The Last of the Gunfighters".

The RF-8 "Crusader" was a photo-reconnaissance development and operated longer in U.S. service than any of the fighter versions. RF-8s played a crucial role in the Cuban Missile Crisis, providing essential low-level photographs impossible to acquire by other means. U.S. Naval Reserve units continued to operate the RF-8 until 1987.

Design and development

In September 1952, the United States Navy announced a requirement for a new fighter. It was to have a top speed of Mach 1.2 at 30,000 ft (9,144.0 m) with a climb rate of 25,000 ft/min (127.0 m/s), and a landing speed of no more than 100 mph (160 km/h). Korean War experience had demonstrated that 0.50 inch (12.7 mm) machine guns were no longer sufficient and as the result the new fighter was to carry a 20 mm (0.79 in) cannon. In response, the Vought team led by John Russell Clark, created the V-383. Unusual for a fighter, the aircraft had a high-mounted wing which necessitated the use of a fuselage-mounted short and light landing gear.

The "Crusader" was powered by a Pratt and Whitney J57 turbojet engine. The engine was equipped with an afterburner that, unlike on later engines, was either fully lit, or off (i.e. it did not have "zones"). The engine produced 18,000 lb of thrust at full power, enough to allow the F-8 to climb straight up in clean configuration. The "Crusader" was the first jet fighter in US service to reach 1,000 mph; U.S. Navy pilot R.W. Windsor reached 1,015 mph on a flight in 1956.

The most innovative aspect of the design was the variable-incidence wing which pivoted by 7° out of the fuselage on takeoff and landing (not to be confused with variable-sweep wing). This allowed a greater angle of attack, increasing lift without compromising forward visibility. This innovation helped the F-8's development team win the Collier Trophy in 1956. Simultaneously, the lift was augmented by leading-edge slats drooping by 25° and inboard flaps extending to 30°. The rest of the aircraft took advantage of contemporary aerodynamic innovations with area-ruled fuselage, all-moving stabilators, dog-tooth notching at the wing folds for improved yaw stability, and liberal use of titanium in the airframe. The armament, as specified by the Navy, consisted primarily of four 20 mm (.79 in) autocannons; the "Crusader" happened to be the last U.S. fighter designed with guns as its primary weapon. They were supplemented with a retractable tray with 32 unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs), and cheek pylons for two guided AIM-9 Sidewinder air-to-air missiles. In practice, AIM-9 "Sidewinder" missiles were the F-8's primary weapon; the 20mm guns were "generally unreliable." Moreover, it achieved nearly all of its kills with "Sidewinders". Vought also presented a tactical reconnaissance version of the aircraft called the V-392.

Major competition came from the Grumman F-11 "Tiger", the upgraded twin-engine McDonnell F3H "Demon" (which would eventually become the McDonnell Douglas F-4 "Phantom II"), and lastly, the North American F-100 "Super Sabre" hastily adapted to carrier use and dubbed the "Super Fury".

In May 1953, the Vought design was declared a winner and in June, Vought received an order for three XF8U-1 prototypes (after adoption of the unified designation system in September 1962, the F8U became the F-8). The first prototype flew on 25 March 1955 with John Konrad at the controls. The aircraft exceeded the speed of sound during its maiden flight. The development was so trouble-free that the second prototype, along with the first production F8U-1, flew on the same day, 30 September 1955. On 4 April 1956, the F8U-1 performed its first catapult launch from Forrestal.

"Crusader III"

In parallel with the F8U-1s and -2s, the "Crusader" design team was also working on a larger aircraft with ever-greater performance, internally designated as the V-401. Although the Vought XF8U-3 "Crusader III" was externally similar to the "Crusader" and sharing with it such design elements as the variable incidence wing, the new fighter was larger and shared few components.

Operational history

Prototype XF8U-1s were evaluated by VX-3 beginning in late 1956, with few problems noted. Weapons development was conducted at Naval Air Weapons Station China Lake and a China Lake F8U-1 set a U.S. National speed record in August 1956. Commander "Duke" Windsor set, broke, and set a new Level Flight Speed Record of 1,015.428 mph (1,634.173 km/h) on 21 August 1956 beating the previous record of 822 mph (1,323 km/h) set by a USAF F-100. (It did not break the world speed record of 1,132 mph (1,822 km/h), set by the British Fairey "Delta 2", on 10 March 1956.

An early F8U-1 was modified as a photo-reconnaissance aircraft, becoming the first F8U-1P. Subsequently, the RF-8A was equipped with cameras rather than guns and missiles. On 16 July 1957, Major John H. Glenn Jr, USMC, completed the first supersonic transcontinental flight in a F8U-1P, flying from NAS Los Alamitos, California, to Floyd Bennett Field, New York, in 3 hours, 23 minutes, and 8.3 seconds.

First fleet operators

VX-3 was one of the first units to receive the F8U-1 in December 1956, and was the first to operate the type in April 1957, from USS Franklin D. Roosevelt. VX-3 was the first unit to qualify for carrier operations but several aircraft were lost in accidents, several of them fatal to their pilots.

The first fleet squadron to fly the "Crusader" was VF-32 at NAS Cecil Field, Florida, in 1957, which deployed to the Mediterranean late that year on Saratoga. VF-32 renamed the squadron the 'Swordsmen' in keeping with the "Crusader" theme. The Pacific Fleet received the first "Crusader's" at NAS Moffett Field in northern California and the VF-154 'Grandslammers' (named in honor of the new 1,000-mph jets and subsequently renamed the 'Black Knights') began their F-8 operations. Later in 1957, in San Diego VMF-122 accepted the first Marine Corps "Crusader's".

In 1962, the Defense Department standardized military aircraft designations generally along Air Force lines. Consequently, the F8U became the F-8, with the original F8U-1 redesignated F-8A.

Fleet service

The "Crusader" became a "day fighter" operating off the aircraft carriers. At the time, U.S. Navy carrier air wings had gone through a series of day and night fighter aircraft due to rapid advances in engines and avionics. Some squadrons operated aircraft for very short periods before being equipped with a newer higher performance aircraft. The "Crusader" was the first post-Korean War aircraft to have a relatively long tenure with the fleet and like the USAF Republic F-105 "Thunderchief", a contemporary design, might have stayed in service longer if not for the Vietnam War and corresponding attrition from combat and operational losses.

Cuban Missile Crisis

The unarmed RF-8A proved good at getting low-altitude detailed photographs, leading to carrier deployments as detachments from the Navy's VFP-62 and VFP-63 squadrons and the Marines' VMCJ-2. Beginning on 23 October 1962 during the Cuban Missile Crisis, RF-8As flew extremely hazardous low-level photo reconnaissance missions over Cuba, the F-8's first true operational flights. Two-ship flights of RF-8As left Key West twice each day, to fly over Cuba at low level, then return to Jacksonville, where the film was offloaded and developed, to be rushed north to the Pentagon.

These flights confirmed that the Soviet Union was setting up IRBMs in Cuba. The RF-8As also monitored the withdrawal of the Soviet missiles. After each overflight, the aircraft was given a stencil of a dead chicken. The overflights went on for about six weeks and returned a total of 160,000 images. The pilots who flew the missions received Distinguished Flying Crosses, while VFP-62 and VMCJ-2 received the prestigious U.S. Navy Unit Commendation.

Mishap rate

The "Crusader" was not an easy aircraft to fly, and was often unforgiving in carrier landings, where it suffered from poor recovery from high sink rates, and the poorly designed, castering nose undercarriage made it hard to steer on the deck. Safe landings required the carriers to steam at full speed to lower the relative landing speed for "Crusader" pilots. The stacks of the oil-burning carriers on which the "Crusader" served belched thick black smoke, sometimes obscuring the flight deck, forcing the "Crusader's" pilot to rely on the landing signal officer's radioed instructions. It earned a reputation as an "ensign eliminator" during its early service introduction. The nozzle and air intake were so low when the aircraft was on the ground or the flight deck that the crews called the aircraft "the Gator". Not surprisingly, the "Crusader's" mishap rate was relatively high compared to its contemporaries, the Douglas A-4 "Skyhawk" and the F-4 "Phantom II". However, the aircraft did possess some amazing capabilities, as proved when several "Crusader" pilots took off with the wings folded. One of these episodes took place on 23 August 1960; a "Crusader" with the wings folded took off from Napoli Capodichino in full afterburner, climbed to 5,000 ft (1,500 m) and then returned to land successfully. The pilot, absentminded but evidently a good "stick man," complained that the control forces were higher than normal. The "Crusader" was capable of flying in this state, though the pilot would be required to reduce aircraft weight by ejecting stores and fuel before landing. In all, 1,261 "Crusader's" were built. By the time it was withdrawn from the fleet, 1,106 had been involved in mishaps.

Vietnam War

When conflict erupted in the skies over North Vietnam, it was U.S. Navy "Crusader's" from USS Hancock that first tangled with Vietnam People's Air Force (the North Vietnamese Air Force) MiG-17s, on 3 April 1965. The MiGs claimed the downing of a "Crusader", and Lt Pham Ngoc Lan's gun camera revealed that his cannons had set an F-8 ablaze, but Lieutenant Commander Spence Thomas had managed to land his damaged "Crusader" at Da Nang Air Base, the remaining F-8s returning safely to their carrier. At the time, the "Crusader" was the best dogfighter the United States had against the nimble North Vietnamese MiGs. The U.S. Navy had evolved its "night fighter" role in the air wing to an all-weather interceptor, the F-4 "Phantom II", equipped to engage incoming bombers at long range with missiles such as AIM-7 "Sparrow" as their sole air-to-air weapons, and maneuverability was not emphasized in their design. Some experts believed that the era of the dogfight was over as air-to-air missiles would knock down adversaries well before they could get close enough to engage in dogfighting. As aerial combat ensued over North Vietnam from 1965 to 1968, it became apparent that the dogfight was not over and the F-8 "Crusader" and a community trained to prevail in air-to-air combat was a key ingredient to success.

The "Crusader" also became a "bomb truck" in war, with both ship-based U.S. Navy units and land-based U.S. Marine Corps squadrons attacking communist forces in both North and South Vietnam.

USMC "Crusader's" flew only in the south, while U.S. Navy "Crusader's" flew only from the small Essex-class carriers. Marine "Crusader's" also operated in close air support missions.

Despite the "last gunfighter" moniker, the F-8s achieved only four victories with their cannon; the remainder were accomplished with AIM-9 "Sidewinder" missiles, partly due to the propensity of the 20 mm (.79 in) Colt Mk 12 cannons' feeding mechanism to jam under G-loading during high-speed dogfighting maneuvers. Between June and July 1966, during 12 engagements over North Vietnam, "Crusader's" claimed four MiG-17s for two losses. The "Crusader" would claim the best kill ratio of any American type in the Vietnam War, 19:3. Of the 19 aircraft claimed during aerial combat, 16 were MiG-17s and three were MiG-21s. U.S. records indicate only three F-8s lost in aerial combat, all to MiG-17 cannon fire in 1966, but the VPAF claimed 11 F-8s were shot down by MiGs. A total of 170 F-8 "Crusader's" would be lost to all causes - mostly ground fire and accidents - during the war.

2/25 Replaced photo with a different version. Better? This is what I had up before.

Compare, let me know.

*replaced*

Convert your old wood burning, inefficient fireplace to a beautiful new Direct Vent Gas Fireplace for less than you might think. You'll save enough that you may want to spring for a new mantle and fireplace surround, too!

Replacing the head gaskets on a 1996 XM V6 12v with the engine in-situ

Doncaster Railway Station Virgin East Coast VTEC 40 year old trains from 1977 diesel locomotive Class 43/3 HST MTU engines # 43208 Lincolnshire Echo - Great British Engineering to be replaced in 2018 by JAPANESE Trains Leeds/Kings Cross

en.wikipedia.org/wiki/British_Rail_Class_43_(HST)

In a way, art has always been part of my life but under various different forms. When I was as little as three years old my mother threw me into the world of art. Instead of staying home, I spent most of my days in a dance studio surrounded by all sorts of dancers, taking class after class until I was 7. After that I continued dancing when I moved to London in 2001. I passed all 8 grades and took ballet, character and contemporary classes. Thanks to this intense ballet training, I acquired a sense of determination and discipline that abled me to work hard, concentrate and most of all taught me the importance of patience. Artistically, the different types of dance I studied taught me that a human body can move and articulate in so many different ways and can express variable emotions and even convey a story. I am fascinated by the beauty of the human body and how far it can be pushed to try and resemble perfection, which has always been an important issue even today in my ballet classes.I furthered this interest in art and humanity when I took theatre classes with the Cours Florent in Paris for 3 years. It amazed me, again, to study the human body but this time looking at how feelings created from the inside of the body reflected from the outside. Theatre is one of my great passions as it is a place where I can be free and invent a whole new person to do things I wouldn’t dream of doing if I were me.

Even though I was unable to study art at school because the hours coincided with those of my international studies, I did follow art classes with two artists when I lived in London. With Tess Barnes, I worked a lot with charcoal and chalk/pastels and concentrated on figurative studies. With Karen Keogh, I was able to experiment more abstract pieces and was introduced to printmaking as it is what she concentrates on. After leaving London, I carried on drawing in my free time and with my uncle who attend the Beaux Arts in Paris. As I grew up, I also started experimenting with photography and took several classes where I learned basic skills. The reason why I enjoy photography so much is because it can capture a precise and unique moment in time but when looked back upon, it will still convey the atmosphere it was taken in. Thanks to photography, my life has really slowed down and became much more aware of things around me as I took the time to notice those little things in life.

My interest if fashion is very recent but nonetheless my favorite artistic domain. I take great pleasure in designing and making clothe designs myself, even though I have never taken a proper sewing class. It takes quite a long time to sew each piece by hand, as I have no sewing patterns of sewing machine, and then make them fit on my model but it is something I do with passion and patience. It stuns me how I can start off with a basic sketch or a vague idea in my head and at the end have a completely different design as most of my ideas come to me while I am designing and sewing. Fashion is something I am truly dedicated to, perhaps because I perceive it as an escape from my life where I can dream of having all the fancy clothes I could not afford in real life.

Art is so important to me because I can create things that don’t exist and go as far as I can into my imagination without being limited. It is also a way of expressing my feelings when I can’t express them with words. Art has helped me through several difficult times in my life and has taught me so much: perseverance, attention to detail, concentration, rigor and patience.

For me, London is an ideal place to study art because it’s such a diverse environment, a sort of melting pot of cultures. What I love the most about London is the fact that every neighborhood has something new to offer. I like the who different range of museums, from the Tate Britain to the Tate Modern, the rich and colorful markets like Camden or Portobello, Covent Garden and Brick Lane, the architecture, the numerous parks and rose gardens… To me, London is like a little universe where everything meets. London is also the place I feel I most belong to, having spent most of my childhood there.

Fuji 680 and Rollei RPX 400

replaces the old Shimano 2300s

Michael Bartmess, Easement Specialist, Kansas Alliance for Wetlands and Streams (KAWS), replaces a damaged boundary sign on a 147 acre Agricultural Conservation Easement Program (ACEP)-Wetland Reserve Easement (WRE), Nov. 9, 2020, in Leavenworth County, Kansas. ACEP-WRE and its predecessor, Wetland Reserve Program (WRP), protect over 30,000 acres of wetlands and adjacent uplands across the state. (Photo: David Driscoll, Resource Conservationist)

Review LG LED IPS Monitor 23MP65HQ (LG 23EA63V replaced) An Phat PC by dtien87 ductien daoductien - www.anphatpc.com.vn

Crews place forms in the trench in preparation for the new culvert.

Replaced the one that was hit by a plane in WW2.

Replace your boring stock radiator stays and let your engine bay stand out with these Password JDM Aluminum Radiators Stays. Radiator Stays are available in an anodized silver, gold, red, purple, blue, black, green, gunmetal, pink or orange finish and includes a color matched Password JDM Fender Washer, and stainless steel bolt. Fits all 1992-1995 Honda Civic models.

@Sevilla, Spain -- November 2009

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Replaced the old Ambla upholstery with slightly garish acrylic canvas.

Reparty - Inferno Club

19.05.12

Caso utilize as fotos adicionar os devidos créditos: Por Juliana Salles www.flickr.com/photos/juusalles

Replacing the head gaskets on a 1996 XM V6 12v with the engine in-situ

(replaced original as processed too saturated -forgot to recalibrate my display)

Photo: El Mariachi

Replacing an earlier digital photo with a better version 10-Jul-19.

First flown with the Boeing test registration N5016R, this aircraft was delivered to ILFC International Lease Fianance Corporation and leased to Emirates Airline as A6-ECB in Jun-07. It was returned to the lessor in Jun-19 and leased to Royal Flight (Russia) as VQ-BGP in Jul-19. Current, updated (Jul-19).

It replaced my Nikon D40 and I have been using it since and now it has decent place in the family of cameras I have.

The DOE-WAPA crews work sunrise to sunset on Sunday,

Nov. 5, replacing hurricane-damaged utility poles and restringing conductor to support the USVI power restoration effort. The crews are working on the Feeder 07, a part of St. Thomas' transmission system.

(Photo by Will Schnyer)

Aviation Electronic Technician Airman Sean Bamber from Cleveland, Ohio, replaces EGI batteries on the MH-60S Sea Hawk aboard the amphibious assault ship USS Essex (LHD 2). Essex is the lead ship of the only forward-deployed U.S. Expeditionary Strike Group and serves as the flagship for CTF 76, the Navy’s only forward-deployed amphibious force commander. (U.S. Navy photo by Mass Communication Specialist 2nd Class Nardelito Gervacio/Released)

Replace your hair without surgery, pain or scarring, the way you lost it, strand-by-strand. This patented procedure is low maintenance and has almost no impact on your lifestyle. Enjoy the confidence of looking good again with the stand-by-strand procedure.

Mealworms thrive in cramped conditions and are at least 17 times more productive per unit of space than soy. They require less than 1/2 gallon of water per pound of mealworms produced, making them 500 times more efficient than soy in terms of water use. www.motherearthnews.com/homesteading-and-livestock/mealwo...

This replaced the pole with the Westinghouse transformer: www.flickr.com/photos/powerline64/31141725360/in/album-72...