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Dover is blessed with a long and colourful history, and in ancient times the centre of the town was filled with churches. There are still a few, but in the main street, almost forgotten about, is St Mary. An ancient tower with a small spire, blocked up Norman arches, it is tucked between shops and footpaths. Most people walk past without a second glance, but inside, it is clearly a heavily Victorianised church, but with Norman roots, and bedecked with flags, memorials and windows depicting and remembering the history f the town.
The window in memorial to the Herald of Free Enterprise can be found here. The tragedy affected many families in the town. Opposite is another fine window in memorial to the pilots who ditched in the Channel during the war.
Many of the memorials were out of reach of my camera, but I snapped what I could.
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In the heart of the town with a prominent twelfth-century tower. From the outside it is obvious that much work was carried out in the nineteenth century. The church has major connections with the Lord Wardens of the Cinque Ports and is much used for ceremonial services. The western bays of the nave with their low semi-circular arches are contemporary with the tower, while the pointed arches to the east are entirely nineteenth century. The scale and choice of stone is entirely wrong, although the carving is very well done. However the east end, with its tall narrow lancet windows, is not so successful. The Royal Arms, of the reign of William and Mary, are of carved and painted wood, with a French motto - Jay Maintendray - instead of the more usual Dieu et Mon Droit. The church was badly damaged in the Second World War, but one of the survivors was the typical Norman font of square Purbeck marble construction. One of the more recent additions to the church is the Herald of Free Enterprise memorial window of 1989 designed by Frederick Cole
www.kentchurches.info/church.asp?p=Dover+1
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It is possible that the original church of St Mary’s was Saxon in origin, although there is little concrete evidence to this effect. What is certain is that the church was built on the site of a Roman structure. The tower and western part of the nave date from the 11th century. This Norman church was built between 1066, when Saxon Dover was destroyed by the Norman invaders, and 1086, when the Domesday Book lists three churches in Dover. Although not named it has been assumed that the three churches were St Mary’s, St James’ and St Peter’s.
The church is mentioned in a list of possessions of Dover Priory in 1180. In 1230 St Mary’s passed into the control of the Maison Dieu, the Master providing priests for the church until the Dissolution in 1537, when the church was closed. The townspeople petitioned Henry VIII to let them have St Mary’s as a parish church, and this was granted in 1544.
In 1581 the Mayor and Corporation moved their official place of worship from St Peter’s Church, which had fallen into disrepair, to St Mary’s. Since then the church has been associated with civic bodies, the Mayor and Corporation, the Cinque Ports Pilots of Trinity House, and the Dover Harbour Board, all have official seats in the church.
The Mayors of Dover and Members of Parliament for Dover were elected in the church from 1581 until 1826. A barrier was placed down the centre of the building to keep the rival factions apart, and often there was bloodshed and the church desecrated and made unfit for public worship.
St Mary’s present form dates from the controversial restoration carried out in 1843 by the then Vicar, Canon John Puckle. It was less restoration and more complete rebuilding. The church was enlarged, the south aisle extended to balance the north aisle, and the roof raised and clerestory windows added. During the rebuilding, original Norman piers and arches were taken down, the stones numbered and then re-erected in their new position. Only the tower escaped relatively untouched. So the church as it is seen today is mainly a Victorian construction.
St Mary’s is still very much the town’s parish church. Many of the stained glass windows, put in to replace those destroyed in World War 2, commemorate the various historic associations between the church and town.
This is a photograph from the 1st running of the Father Murphy AC 10KM Road Race and Fun Run which was held in Kildalkey, Trim, Co. Meath Ireland on Easter Sunday 5th April 2015 at 12:00. The 10KM race replaces the traditional 5 Mile road race which has been hosted by the club over the past number of years. The 10KM race today also incorporated the Meath 10KM Road Championships. The route started and finished in Kildalkey and took a route westward out to Ballivor and Franye before returning to Kildalkey. The route brings the runners through beautiful Meath Countryside on low-traffic country roads. The weather conditions were near to perfect with cool temperatures and the absence of any breeze. This made for excellent and pleasant racing and running conditions. Just over 160 participants took part.
Our full set of photographs from today's event are available on Flickr at the following link https://www.flickr.com/photos/peterm7/sets/72157651359494168/
Don't forget to scroll down to see more information about the race and these photographs!
Event Management and Timing was provided by PRECISION TIMING. The results from today's events can be found on Precision Timing's website at this URL [www.precisiontiming.net/result.aspx?v=2558]. You can checkout their facebook page at www.facebook.com/davidprecisiontiming?fref=ts
USING OUR PHOTOGRAPHS - A QUICK GUIDE
Can I use these photographs directly from Flickr on my social media account(s)?
Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share to: email, Facebook, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.
We take these photographs as a hobby and as a contribution to the running community in Ireland. Our only "cost" is our request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us.
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I want to download these pictures to my computer or device?
You can download the photographic image here direct to your computer or device. This version is the low resolution web-quality image. How to download will vary slight from device to device and from browser to browser. However - look for a symbol with three dots 'ooo' or the link to 'View/Download' all sizes. When you click on either of these you will be presented with the option to download the image. Remember just doing a right-click and "save target as" will not work on Flickr.
I want get full resolution, print-quality, copies of these photographs?
If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.
Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.
In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting does take a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.
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Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.
We use Creative Commons Licensing for these photographs
We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?
The explaination is very simple.
Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own. This usually just mean putting a link to our photographs somewhere on your website, blog, or Facebook where other people can see it.
ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.
Creative Commons aims to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/
I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?
As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:
►You were hidden behind another participant as you passed our camera
►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set
►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone
►We simply missed you - sorry about that - we did our best!
You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.
Don't like your photograph here?
That's OK! We understand!
If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.
I want to tell people about these great photographs!
Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets
Replaced the 5 y/o Slink body with a "Legacy (m)".
Updated the Catwa head to the latest version.
Replaced all appliers with BoM-Layers.
Now that all the screws have been removed, you can pull out the old FEP. Set it aside, don't throw it away! Clean it up, The guy who is selling these replacement FEP's can possibly use your old FEP as a pattern for cutting replacements to size, with precut mounting holes for your tank. There are a LOT of resin printers on the market. Sending him old FEP's of many models will make replacements all that much easier. Although using the generic FEP without holes is really IMHO pretty darn easy.
The floor boards were salvaged from the Waupaca armory gymnasium before it was torn down. Here the edges of the boards were being cleaned up using a belt sander and table saw.
The second Mohican replaced the original Mohican (1894-1907) steamboat in 1907 and continued to be steam powered until 1945. The conversion to diesel power freed up large areas on the second deck for passenger usage. A second major renovation was completed by 1967 -- the wood and canvas superstructure was replaced by steel. In this photo, we are seeing one of the last cruises of the season in the Mohican's 103rd year of operation.
I doubt if this was the original name for this school, located in South Fork township, Jackson County,IA, but it serves it well since its located on the road leading to the famous Maquoketa Caves.
The sound of children playing and of squeaking chalk on slates has been replaced with the sound of the wind blowing through the collapsed roof and windows. Outside, no ballgames or playing tag, only the soft, thawing winter ground and dozens of cow pies.
Replaced the sparks with some Bosch Super 4 spark plugs. They will be replaced with Denso IKH20 Iridiums when they arrive, but for now these will do. Engine already perform way better now.
Info:
Camera: Sony Xperia Z3
Climate Action Moreland raised some awareness Thursday morning 28 May 2015, on the necessity for closing Hazelwood Power Station. We setup at the Nicholson St bikepath crossing, handing out leaflets and talking to cyclists, before we ventured up to deliver a letter to Jane Garrett MLA, representing Brunswick. This was the third vigil outside local Moreland MP offices. Climate Action Moreland had previously visited Lizzie Blandthorn, MLA for Pascoe Vale, and Frank Maguire MLA for Broadmeadows.
Foundation stone 19 Aug 1899 by Dean Marryat, architect F W Dancker, replaced by new church 1914, sold 1924 to Education Dept, now part of Rose Park Primary School.
“St. Theodore Mission Church. . . About fifteen months ago it was felt that an effort should be made to provide a place of worship for members of the Anglican Church who reside in Rose Park, but as no funds were available it was decided to engage the State School building as a temporary expedient. Meanwhile efforts were made to secure sufficient money to provide a more suitable edifice. . . The building will consist of a hall and chancel, the latter being provided with sliding doors, so that it will be possible to shut off the sanctuary and use the body of the Church as a concert or lecture hall.” [Register 21 Aug 1899]
“Fortunately, the building committee have been able to secure a site for the new church more in the centre of the district than the old mission church, which will be used, in future as a parish hall.” [Daily Herald 31 Jan 1914]
Replacing a North American indian statue that held a bow & arrow with this golden Inca on top of the fountain in Cuzco's Plaza de Armas created quite a stir. Read about it here: www.cuzcoeats.com/2012/08/inca-statue-raises-more-controv...
Same image I posted earlier with sky replacement as recommended by some..I personally like the original better.
General Cadwallader Washburn had just replaced General Hurlbut as commander of the XVI Corps and had his headquarters in a mansion on Union Street. It was a pre-dawn raid and so just about everybody was asleep. Col Starr, of the 6th Illinois, rousted Washburn out of a sleep and not a moment too soon - Col Jesse Forrest came bursting into the bedroom with his pistols in his hands just in time to see Washburn disappear out the window! He ran forward and watched Washburn scurry down his alley toward the river. Jesse couldn't help but laugh - the chubby general was wearing his wife's 'cutty sark', a short little nightshirt. He turned away, seeing the general had made good his escape, and jumped a few feet in surprise. Mrs. Washburn was sitting in the bed with the blankets pulled up around her, staring at him! He tipped his hat and said, "And a very good Sunday morning to you, Mrs. Washburn!" He grabbed the general's uniform and beat a hasty retreat.
Col Starr and his men pursued the Confederates as they left Memphis and Starr made a fatal mistake. As the raiders were withdrawing, he saw Gen Forrest himself in the roadway and challenged him. Forrest turned back to meet Starr's challenge and very efficiently ran him clear through with his saber. A soldier, writing of it later, observed that the colonel was 'like a butterfly in the claws of an eagle'.
Bikes replace the car in Vietnam, they're used for everything. This doesn't even begin to show how much they can get on one, I witnessed a full family of 5 happily cruising down the street.
Also a quick semi feature on the Guardians I've been there blog.
www.ivebeenthere.co.uk/blog/2009/flickr-friday-tannachy-c...
And support on my shared facebook page www.facebook.com/pages/Exposure/107511692650728?ref=ts is always welcomed if you want to keep tabs on mine and my talented friend's photography.
Replacing elbows and pins. (going above work order as they were originally only to replace transformer, but decided that it made more sense to replace all parts at the same time and clean everything up to assist with future maintenance of this sidewalk vault).
+++ 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:
As early as 1985 there was a study entitled Maritime Patrol Aircraft for the 90s (MPA 90) for the German Bundeswehr, which aimed to replace the Breguet Atlantic with the P-3C Update 4. The study was carried out by the Lockheed California Company and the MBB transport and commercial aircraft division (today Airbus Deutschland, with locations in Hamburg and Bremen) together with the BWB. In 1997, Lockheed Martin offered Germany and Italy a “Orion 2000” or “P-3C Plus” as a replacement for the Breguet Atlantic BR 1150. Both countries established a management team at the Federal Office of Defense Technology and Procurement in Koblenz and signed an MPA Definition MoU on October 21, 1999. Between 2007 and 2015, Germany was supposed to receive 10 aircraft, Italy 14. On July 26, 2002, Lockheed Martin offered a P-3C with revised wings, Allison T56 engines and modern avionics. However, the program was stopped, and alternatives were searched. Among others, Airbus was eager to response and proposed in 2001 a dedicated ASW/maritime patrol aircraft based on the A320 short-/medium-range airliner, even though the development of such an aircraft would certainly take several years and it would not be ready for service before 2010.
In the meantime, in 2003, the Netherlands offered its thirteen P-3C Update 2.5, which had originally been delivered between 1982 and 1984, for sale, and Germany became interested. On October 31 of the same year, both countries signed a memorandum of understanding for the sale of 10 aircraft. It was later decided that Germany would receive eight aircraft and Portugal the remaining five. With this solution, even though only a temporary stopgap for the German naval forces, Airbus’ proposal waned from attention – but only temporarily, since things did not unfold as planned.
The contract with the Netherlands was signed on November 15, 2004, and provided for Germany to supply eight P-3Cs, spare parts, a flight simulator, and other materials at a cost of 271 million euros. For a further 24 million euros, the Dutch armed forces trained the ground and flight personnel of the Marineflieger Geschwader (Marine Aviation Squadron/MFG) 3 “Graf Zeppelin” from Nordholz air base directly in the Netherlands. The Dutch reconnaissance aircraft were supposed to be responsible for long-range maritime surveillance and reconnaissance above and under water for the German Navy for the next twenty years, while a potent and up-to-date successor would be developed domestically or together with European partners. The Luftwaffe officially received the first P-3C on May 18, 2006.
While the P-3C had been bought and delivered, the procurement program for a potential successor was launched, since it was clear that the used P-3Cs would have only a limited lifetime left on their airframes and that maintenance would escalate over time. The potential P-3 successor became the project “Magellan”, which could trace back its origins to 2001. Magellan had been proposed by Airbus after the global market with turboprop-powered maritime patrol and anti-submarine warfare aircraft had been analyzed in the late Nineties and a huge global market opportunity had been discovered – including the demand of the German Luftwaffe and its naval air arm, the Marineflieger. Another driving factor behind the project was that similar aircraft produced abroad did not fully meet European – and most specifically German – requirements, so that the development of a purpose-built indigenous aircraft became a highly attractive option, also fueled by political pressure to support the European aircraft industry. Consequently, the German Ministry of Defense submitted the domestic development of the Magellan maritime patrol aircraft as part of its April 2001 – March 2006 Five-Year Defense Plan. In October 2003, following its earlier proposal and with the P-3C deal with the Netherlands, Airbus Industries received prime contractor status and Magellan started to take shape.
To save cost and development time, the Magellan ASW aircraft was not a completely new design. Like many former ASW aircraft (e. g. the Lockheed P-3, the BAe Nimrod, and the recent Boeing P-8) it was based on the airframe of an existing airliner. In Magellan’s case it was the new Airbus A318, which shared many components with the rest of the short/medium range A320 airliner family, including body components, cockpit windows, outer wings, horizontal stabilizer, and other systems. Internal shared parts included the auxiliary power unit, cockpit panels, flight control system computer, anti-collision lights, and gear control unit. This reportedly saved US$ 3.3 billion during the aircraft’s development until 2019.
To adapt the civil airliner to its new and specialized military role, many modifications were made. The most obvious change was a switch of powerplants, from a pair of high-bypass turbofans under the wings to four smaller engines in separate underwing nacelles. This required a thorough yet invisible modification of the wings’ internal structure, which allowed two extra hardpoints for the additional engines, and this also made the wings more stress-resistant for frequent low-/medium altitude operations. An increased use of composite materials helped to limit the resulting gain in structural weight.
The four-engine design adopted for the Magellan resulted in a flight profile with better maneuverability and stability at low-speed, low-altitude flight and allowed the aircraft to continue its mission in the event of a single and even a two-engine failure. As well as greater operational survivability, the high-bypass engines provided for quiet, fuel-efficient operation. Compared with the P-3 or the Breguet Atlantic, the Magellan also had, thanks to its jet propulsion, reduced transit times in comparison to turboprop-powered competitors, and the turbofans were quieter, making it more difficult for submerged submarines to detect the aircraft above them acoustically.
Propulsion came from four Pratt & Whitney PW1000Gs, a new high-bypass geared turbofan engine (also called the GTF = geared turbofan). The gearbox between the fan and the low-pressure spool allowed each to spin at its optimal speed, allowing a higher bypass ratio for a better propulsive efficiency. Pratt & Whitney claimed the engine was 16% more fuel efficient than the previous generation, and up to 75% quieter. Additionally, response to throttle input could be improved, resulting in a higher agility especially at lower speed.
The first variant to enter service was the PW1100G for the Airbus A320neo in January 2016. The engine had teething problems after its introduction, extending to grounded aircraft and inflight failures, but this was solved soon afterwards. The Magellan was the first military aircraft to use the new GTF engine type operationally. In the Magellan, the modified engines (designated PW1700M) with only two instead of three low pressure compression stages) provided a thrust of 15.000 lb (67 kN) each, so that the four GTF engines of the Magellan offered a little more thrust than the commercial airliners’ powerplants. In flight and on long-range patrol missions, one pair of engines would frequently be shut down to save fuel and reduce the noise profile even further, and the geared fans could be automatically set at diffefent ratios so that the frequencies generated from one engine would overlay and reduce the noise profile from the other one. This system was usspoed to be so effective that the audio signature of the Magellan would resemble strong wind and not man-made sound.
From the start the Magellan was equipped with many newly developed technologies and features, particularly in terms of its avionics and mission systems. One such key feature was the use of a fly-by-optics flight control system, which essentially replaced standard metal wiring with optical fiber cables. This also had the beneficial effect of decreasing electro-magnetic disturbances to the sensors on-board in comparison to more common fly-by-wire control systems, and it also helped to make the Magellan harder to detect from the outside.
The Magellan was equipped with various sensors to enable the aircraft to perform its primary purpose of maritime patrol and detecting submarines and surface vessels; these include the AMPaR active electronically scanned array (AESA) radar from Cassidian, a Airbus Defence and Space subsidiary, which used an array consisting of three separate antennas mounted under a mutual nose radome to provide 240-degree coverage at a range of more than 450 km (280 mi). All antennae together consisted of more than 3000 very small transmitter/receiver elements that divided the azimuth range into three overlapping 90° sectors. They could examine their sectors simultaneously and could also simultaneously track many maritime and aviation targets within each sector. The number of targets that can be tracked automatically is 1,000 and the number of targets that can be combated at the same time is around 60. AMPaR (Airborne Maritime Patrol Radar) was able to track surface vessels at sea at a range of 300 km (186 mi) while high-flying aircraft of fighter size could automatically be tracked at >250 km (150 mi). Even sea-skimming missiles could be detected and tracked at >25 km (15 mi). The data obtained is passed on to a command and weapon deployment system. The ASEA radar was furthermore supplemented by an Infrared/Light sensor array with an integrated laser range finder and target designator for surface detection, which allowed passive observation and tracking as well as target illumination for guided weapons, either deployed by the Magellan itself or from another carrier.
Further mission sensors included a magnetic anomaly detector (MAD) embedded into the aircraft's tail (where it replaced the airliner’s APU, which was re-located into the left-wing root area, while a heat exchanger was mounted on the right). Sophisticated acoustic systems were also added for this purpose. Another novelty was the integration of an artificial intelligence (AI) system that directed the TACCO operator to the optimal flight course to track or attack a submarine.
Behind the cockpit, the cabin was separated into three sections, consisting of the ASW operators’ section with workstations and observer places, a rest and general storage area with a small kitchen and four bunk beds for crews working in shifts on long-term missions, and a final section for 5” sonobuoy storage and their manual deployment through a total of four two release shafts, connected with the cabin through air locks. Vertical and oblique cameras were mounted together with the sonobuoy shafts in the lower fuselage and accessible from the cabin through hatches in the floor. The two rear sections could optionally be combined and re-arranged to make room for eventual transport duties, and seats could be installed, too to offer space for up to 28 passengers.
Under the cabin floor, two separate unpressurized bomb bays, one in front of and the other behind the wings, housed the bulk of the aircraft's ASW munitions. The bomb bay was supplemented by a total of eight external hardpoints, two pairs under the inner and outer wings each. Weapons available on the Magellan included torpedoes, mines, and depth charges internally. Air-to-surface missiles (including AGM-84 Harpoon anti-ship missiles, AGM-65 Maverick ASMs and AGM-88 HARM anti-radar missiles), air-to-air missiles (AIM-9 Sidewinder or Iris-T) for self-defense, ECM and chaff/flare dispenser pods, or bombs, including laser-guided precision weapons, were typically carried on the wing pylons externally. The sonobuoy shafts were located behind the rear bomb bay and not connected with it.
Armaments and their deployment were managed by a stores management system, which included a newly developed Universal Stores Control Unit (USCU) capable of accommodating hundreds of different munitions, including future ones and precision weapons. Multiple radar warning receivers provided all-round awareness of missile threats, which were combined with a defensive countermeasure suite. Additional fuel tanks were integrated into the fuselage, too, which extended the A318’s typical airliner range from 5.740 km (3,100 nmi) to 8.000 km (5,000 mi), making patrol missions of 18 hours and more possible without need to refuel.
In June 2007, Airbus rolled out the Magellan prototype (coded 60+10, later re-designated 98+70 and handed over to WTD 71 in Eckernförde for further development work), converted from an existing civil airliner airframe, and now official designated A318 MPA (“Maritime Patrol Aircraft”) to mark the aircraft’s heritage and role. The rollout had been delayed for three months due to the discovery of defective rivets which required remedial repairs to be performed. On 28 September 2007, the Magellan conducted its maiden flight from Hamburg Finkenwerder, where the civil A318 airliners were finally assembled, too; this lasted one hour and ended successfully.
On 31 August 2007, Airbus announced that they would produce four Magellan production airframes for the Bundesluftwaffe, with an option for four more aircraft, with a unit price of US$ 141.5 million for each aircraft and to be delivered in 2012. At that time Airbus officials claimed that the Magellan was a more capable, albeit more expensive, aircraft than the Boeing P-8 Poseidon; in comparison to the P-8, the Magellan had a greater range, a larger bomb bay, and had been optimized for the maritime patrol mission. Beyond Germany, Norway (4 aircraft), Spain (6) and Taiwan (3, with an option for 3 more) also procured the Magellan. Argentina and Chile also showed interest in the type.
Due to development and budgetary problems the delivery of the A318 MPA to the Marineflieger was delayed several times, and the anticipated maintenance problems with the former Dutch P-3Cs in German service escalated. At the end of 2016, the magazine Der Spiegel reported that none of the aircraft were operational as of September 30, 2016, and that one of the aircraft had only completed two and a half hours of flight in 10 years. Total costs could no longer be calculated, and as a result, soon not a single German P-3 was operational for at least several weeks. The situation became so severe that the German Ministry of Defense considered to lease five Boeing P-8A Poseidon as another interim solution, but in late 2019 the first Magellan Airbus was introduced to the re-established MFG 1, which had operated Tornado IDS’ in the maritime strike and reconnaissance role until 1993. At the time of their operational introduction the aircraft had already been updated: SIGINT equipment had been added (outwardly recognizable through slender wingtip pods and an extended spinal fairing in front of the fin) to survey and record radio communication. In this configuration the aircraft were officially designated A318 MPA Phase II.
However, instead of the MFG 1’s former base Jagel the unit now was located at Nordholz, where the P-3 facilities were used to operate the similar-sized A318 MPAs. Operations started only slowly, though, and during early exercises and NATO deployments to Lithuania the first two A318 MPAs (60+11 and 12) reportedly suffered radar, sensor integration, and data transfer problems, leading to more testing. 1./MFG 1 only received full operational status with its four planned initial aircraft in early 2022, and a second squadron with four more aircraft will probably only become operational with MFG 1 in 2027.
[b][u]General characteristics:[/u][/b]
Flight crew: 3
Mission crew: 8 (but operationally up to 12 with working in shifts on long-range missions)
Length: 36,52 m (118 ft 9 in) overall
Wingspan: 33,98 m (111 ft 3¾ in)
Wing area: 122.4 m² (1,318 sq ft)
Wing sweepback: 25°
Tail height: 12,24 m (40 ft 1 in)
Operating empty weight: 44.100 kg (97,100 lb)
Maximum zero-fuel weight (MZFW): 59.100 kg (130,200 lb)
Maximum landing weight (MLW): 62.100 kg (136,800 lb)
Maximum take-off weight (MTOW): 79,700 kg (175,708 lb)
[u]Powerplant[/u]:
4× Pratt & Whitney PW1700M high-bypass geared turbofan engines, 67 kN (15,000 lbf) thrust each
[u]Performance:[/u]
Maximum speed: 996 km/h (619 mph, 538 kn)
Cruise speed: 833 km/h (518 mph, 450 kn)
Range: 8,000 km (5,000 mi, 4,300 nmi)
Combat radius: 2,500 km (1,600 mi, 1,300 nmi) with 4 hours on station for anti-submarine warfare
Service ceiling: 13,520 m (44,360 ft)
[u]Armament:[/u]
2 internal bomb bays with a total of eight stations,
8 external underwing pylons
Total capacity of 9,000 kg (19,842 lb) for torpedoes, mines, depth charges, various
air-to-surface missiles (ASMs), or bombs, plus short-range AAMs for self-defense
[b]The kit and its assembly:[/b]
This fictional Airbus ASW aircraft was spawned by the Kawasaki P-1, an indigenous Japanese P-3 replacement with an unusual four-engine propulsion on a relatively small airframe. I envisioned a European alternative, inspired by the sad state of the Dutch P-3s in German duty – and that made a converted Airbus airframe a natural choice. I eventually settled for the smallest type, the A318, also because it had similar dimensions as the Japanese P-1 and procured an Eastern Express kit when I stumbled upon a priceworthy offer.
As a side information: there were real plans for an A319 ASW derivative, but this build here is unrelated (found out about it much later, after I started work on my model) and only shares the “MPA” suffix. I was not able to find any detail info about it, though.
The alternative/extra engines for my A 318 MPA turned out to be a major challenge. My initial plan to use the four nacelles with pylons from a 1:144 Revell WhiteKnight Two/SpaceShip Two kit set came to naught when I realized that these would be much too small for the A318 airframe. They eventually went into a BAe 146ish conversion of a DC-9 airframe with shoulder-mounted wings that I build a couple of weeks ago, where they looked fine. But the Magellan would require something more substantial, and finding a suitable and affordable alternative took some time and legwork. I eventually found aftermarket engine nacelles from Skyline Models for a 1:200 Hasegawa Boeing 747-200/300, made from IP with resin exhausts. They offered IMHO a good size and shape compromise, with a good level of detail for 1:144, and the quartet was affordable, too, because I did not want to buy a donor kit just for the engines. However, even though the pods look nice and have fine surface details, they do not go together at all: you have either to sand the fan discs into an unnatural oval shape or you have to bridge a massive 1 mm(!) gap on the underside when you force the halves together. The resin tail cones themselves are crisp and look very good, but they do hardly fit into the fan shroud and the pylons’ shape doesn’t match up with then, either. Fits well in style with the A318 kit, though… Did I mention that the Eastern Express A318 kit is a PITA? It has quite nice surface detail, but the bigger the parts the less they go together. Esp. the wing and fuselage halves were a TOTAL mess, the latter could only be closed through force and combining the hull with the wing halves, which have a weird construction on the lower hull – the mold layout was chosen to allow proper detail to be added around the main landing gear wells, but building this is a horror, was a nightmare, with poor fit, massive gaps and dislocations of up to 1 mm!
Talking about trouble: mounting the wacky 747 pods under the Airbus’ wings required even more hardware mods on top of the basic fit problems. The inner pair of engines went closer to the fuselage, to make more space for the outer pair, even though they ended up pretty close to the main landing gear. The A318’s original attachment points under the wings were PSRed away and the inner pair of donor pods was mounted onto the inner flap mechanism fairings. Their pylons had to be modified accordingly, though. The outer pair was mounted at about half distance from the inner engines and the wing tips. Their pylons had to be shortened, due to the low wing depth. Outside of them I added weapon stations from a Dragon 1:144 Tornado IDS, which also provided AGM-88 HARMs and Sidewinders as suitable ordnance.
The rest of modifications were more of a cosmetic kind. The biggest change was a bigger, more bulbous nose radome for the surveillance radar; in this case I used a leftover nose section from an Airfix 1:72 D.H. Venom trainer, mounted and PSRed over the Airbus’s original nose. Not a big modification, but the different nose profile changes the Airbus‘ look significantly to something P-3ish, and it resembled the Japanese P-1 a lot now.
The windscreen itself, while quite clear, had to be forced into its opening, and due to its poor fit and some gaps I PSRed it over and later used aftermarket decals to create the windscreen. Other graft-ons included a MAD boom carved from sprue material, a dorsal antenna bulge (from an Airfix A-4B kit) behind the cockpit and a pair of optical sensor turrets under the chin, somewhat B-52Gish. Under the lower rear fuselage, I added a pair of bulges for the sonobuoy launch tubes and cameras, leftover optional parts form/for a Heller Saab S32C’s camera nose. Fin and wing tips were slightly clipped, and I added scratched sensor fairings (sprue material), what considerably changes the aircraft’s look away from an airliner, and I also added a low spinal fairing (styrene profile) at the fin’s base. Finally, some blade antennae made from 0.5mm styrene sheet were mounted around the hull and small scoops for the relocated APU and heat exchangers were added.
[b]Painting and markings:[/b]
As usual, a tricky choice. The German P-3Cs did not carry a special camouflage – they simply retained the former Dutch Navy livery in all-over Light Gull Grey (FS 36440), which I found too boring to apply on the whiffy ASW Airbus. Due to the aircraft’s sheer size, I refrained from a tactical paint scheme like the rather murky three-tone wraparound Norm ’87 scheme from the Marineflieger Tornados or any of its (though interesting) development patterns or derivatives. Instead, I rather took inspiration from the Luftwaffe’s MedEvac/MRT Airbus A310s, which were painted RAL 7001 (Silbergrau, Revell 374) overall. This shade of grey comes close to FS 36375 but is colder.
For an aircraft that would not only operate at high altitude and to conceal it from above I found a uniform RAL 7001 livery too bright, so that I decided to paint the upper surfaces in a slightly darker tone, RAL 7000 (Fehgrau, Revell 57), which is, as a coincidence, the tone of most Bundesmarine surface vessels’ superstructures since 1956: a cold blue-grey tone somewhere between FS 36320 and 35237. Together with a straight and low waterline this resulted in a rather low-viz-ish livery, augmented by relatively few and small markings and stencils.
The landing gear was painted white, the walkway/Corroguard areas on the wings received a slightly different shade of grey (RAL 7005 Mausgrau, Revell 47) than the basic camouflage, and I added a slightly darker anti-glare panel (RAL 7012, Basaltgrau, Revell 77) in front of the windscreen. The nose radome and other di-electric fairings were painted in a yet another slightly brownish shade of grey (RAL 7030, Steingrau, Revell 75), to create some more variety. Some light post-panel shading was done, and to emphasize the engraved panel lines I also applied a light black ink washing.
Windscreen, windows, and doors were created with decals, partly aftermarket, partly OOB. The cabin windows’ number was reduced to reflect the aircraft’s dedicated military role. Tactical markings were few and rather lustreless. German markings and codes were procured from appropriate generic material from TL Modellbau and Peddinghaus Decals, the small MFG 1 badges came from an Italeri Marineflieger Tornado kit (with subdued Norm ’87 markings). Stencils and walkway markings on the wings came from the OOB sheet.
Finally, everything was sealed with matt acrylic varnish from a rattle can, with a light sheen instead of pure matt.
The result looks simple in its all-grey livery but getting there – esp. with the poor-fitting Eastern Express Airbus A318 as basis and the even worse donor engines – was a long and tough fight. But despite the troubles, the model of this fictional Kawasaki P-1 alternative from Europe looks pretty convincing and the four-engine layout worked well, despite the relatively compact airframe.
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This image was from a shoot for my Unit 4 A-level exam. I based it on organ donation, and how organs may start to be replaced by other things than just organs because of the lack of them.
For details on what tools and products I used and what I did in this step and all the other steps in this tutorial, checkout the entire blog entry.
photo365 - Day 238
So this is how my day is shaping up. We were having some siding replaced and they discovered this underneeth. One of the vertical members directly under the window (removed before this was taken) was almost complete eaten away.
Almost 3 feet of the sill plate is gone, as well as the ends of at least two floor joists and some sub flooring. That large hole you see in the bottom middle of the frame goes under the floor directly beneath our kitchen sink cabinet.
Owning a home is like living with a cat; they keep you warm and cozy most of the time but they do what they want and sometimes they poop on your pillow.
You can see every photo in the Photo365 project here: bit.ly/2014photo365
#photo365,#photography, #carpenterants, #homeownership, #waterdamage
The Fokker D.VII is also a german plane that was used during World War I. Construction started during 1918 and it was to replace the Albatros D.Va. Near the end of the war there were about 700 examples of the D.VII active. The allies were very interested in this aircraft and they were all confiscated.
The first aircraft that was registered on the Belgian Civil Aircraft Register was a Fokker D.VII (O-BEBE).
Even Jean Stampe used the Fokker D.VII. He had three D.VII's that were used for pilot-training before he started the construction of his own planes.
Our example was constructed by Rousseau Aviation in France for use in the movie 'The Blue Max'. It was registered in France as F-BNDF. After the fiming was finished, it was sold in Ireland and registered as EI-APV.
There it got damaged during a landing accident and was sold in the USA.
When in 2000 it returned to Europe, it was still in unairworthy condition. So we decided to give it a thorough restoration and repaint it in a belgian coloursscheme.
This restoration is now nearly finished and we hope to see it in the air again soon.
The aircraft is fitted with a 205hp Gipsy Queen.
The Stampe & Vertongen Museum, which was inaugurated on 26 May 2001, pays tribute to the Antwerp aviation pioneers Jean Stampe (1889-1978) and Maurice Vertongen. Together, they started a flying school at the “airport” of Deurne.
1929, when Mr. Wiener- pictured above- died (unfortunately, I could find NOTHING on this enigmatic fellow) was one of those moments in history that replaced one view of the world with another- just like 1974 or 2001.
On August 10, the Stock Market Crash that began the Great Depression hadn’t happened yet, that would be in October. Neither had the Hebron Riots, which were the kindling of what would become the Israel/Palestine conflagration. It would be the end of August when the crushing Young Plan of reparations for World War 1 were enacted, in which the interests of the United States were represented by J.P. Morgan, whose provisions set Germany on a course toward World War 2. It would be November, after a total global annular eclipse on All-Saints Day, that saw the opening of The Museum of Modern Art with its lunatic futurism, and the aerial navigation of the fabled South Pole and its lunar Mountains of Madness by the redoubtable Admiral Byrd and the intrepid Floyd Bennett. It’s would only be 2 weeks until Yasser Arafat was born.
from wikipedia
Phobophobia is mainly linked with internal predispositions. It is developed by the unconscious mind which is linked to an event in which phobia was experienced with emotional trauma and stress, which are closely linked to anxiety disorders and by forgetting and recalling the initiating trauma. Phobophobia might develop from other phobias, in which the intense anxiety and panic caused by the phobia might lead to fearing the phobia itself, which triggers phobophobia before actually experiencing the other phobia. The extreme fear towards the other phobia might lead to make believe the patient that his condition can develop into something worse, intensifying the effects of the other phobia by fearing it. Also, phobophobia can be developed when anxiety disorders are not treated, creating an extreme predisposition to other phobias. The development of phobophobia can also be attributed to characteristics of the patient itself, such as phylogenetic influence, the prepotency of certain stimuli, individual genetic inheritance, age incidence, sex incidence, personality background, cultural influence inside and outside the family, physiological variables and biochemical factors. Phobophobia shares the symptoms of many other anxiety disorders, more specifically panic attacks and generalized anxiety disorder:
Dizziness
Heart Pounding
Sweating
Slight paresthesia
Tension
Hyperventilation
Angst
Faintness
Avoidance
newtownpentacle.com/2009/12/03/mt-zion-3-threading-precip...
Coaches replaced rail services from Macclesfield on 25 August 2019 because of track renewal work in the Macclesfield area. One of the coaches being used was Johnsons Bus & Coach, Henley-in-Arden YJ10JYC, a VDL Bova Futura FHD127.365 that was new in March 2010.
This ramp in front of the Post Office was new last fall. When I arrived to get the mail this morning they were tearing it out again. I took some pictures and talked to one of the workmen. He said that regulations say that you must have a flat section every 20' and since this one was made as a continuous slope it had to be redone.
⚠️ Replaced in 2024
New Replacement - Christ Alpha C173
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Christ Primus C150 in silver with black sensofil brushes installed Circa 2006. Replaced either a Wilcomatic Super Rapide or Ceccato Challenge
Video - youtu.be/rbU-TwBH7Ks?si=6TeCFhNHpLqttE2L
• Operator •
Sainsbury's
• Supplier •
Wilcomatic
• Address •
Sainsbury's Petrol Station
Lombardy Retail Park
Hayes
UB3 3EX
England
Replacing an earlier digital photo with a better version 16-Feb-25.
First flown with the Airbus test registration F-WWDI, this aircraft was delivered to Condor Berlin as D-AICE in Oct-98. Condor Berlin was reintegrated into Condor Flugdienst in May-13.
The aircraft was sub-leased to Germanwings for a couple of weeks in Jun-16. In Jan-18 it was sub-leased to easyJet Europe and returned to Condor in Apr-18.
It was retired from service in Dec-24 and stored at Dusseldorf, Germany. Probably permanently retired? Updated 16-Feb-25.