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Corporal Karl Pepin and Private Kevin Caissie, C Company 3R22eR, maintain a defensive position during Exercise COLD RESPONSE near Sjøvegan, Norway on March 18, 2014.
Photo by: MCpl Dan Pop, Canadian Army Public Affairs
© 2014 DND-MDN Canada
Another bookshelf game picked up at the salvage store for a few dollars. Don't know if we'll ever play it, but it was cheap and looks good on the shelf. And who knows, it may be a fun game! 😊
Outside of Lab 1 a bike lays rusting and rotting away.I can only asume this was a means of transport to pop between the different labs and to ride back to the quayside each evening to catch the last boat home after a hard day at work.
Lab 1 has a large pit situated inside,the atomic bombs/missles were lowered into this pit to emulate an aircrafts bomb bay,then vibration test were carried out to try and break down the bombs components whilst trying to replicate conditions the bombs would go thru whilst on there journey to their targets.
For more info on this site please view my Atomic Weapons Research Establishment set...
The Commandant General Royal Marines' Prize. Awarded for the best section or unit portfolio of 4 images, depicting the Royal Marines continuous amphibious and expeditionary readiness.
Sponsor: Calumet.
Winner: Royal Navy Mobile News Team
Royal Marines prepping their kit in the hangar for the final week in the field on Exercise Response.
The winter deployment 2016 for the Royal Marines in Harstad, Norway forms part of Exercise NATO COLD RESPONSE 16. Developing cold weather warfare skills with the Norwegians, Dutch and the USMC ensuring the UK has a high-readiness flexible force with a truly global reach.
PO (Phot) Donny Osmond
These images have been released in response to a FOIA request, case number 2014-0012-F, received by the National Archives. For more information on these images, please visit Researching Vice Presidential Materials. These photos will be available in the National Archives Catalog in July 2015.
Local Identifier: V090508DB-0355
Created By: President (2001-2009 : Bush). Office of Management and Administration. Office of White House Management. Photography Office. 1/20/2001-1/20/2009
From: Collection: Vice Presidential Records of the Photography Office (George W. Bush Administration), 1/20/2001 - 1/20/2009
Contact: Presidential Materials Division (LM)
National Archives Building
7th and Pennsylvania Avenue NW
Washington, DC 20408
Phone: 202-357-5200
Fax: 202-357-5939
Production Dates: 9/5/2008
Persistent URL: catalog.archives.gov/id/18557227
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
French paratroopers walk to their assembling area at the 7th Army Joint Multinational Training Command’s Hohenfels Training Area, Germany, during Exercise Swift Response 16, June 15, 2016.
Exercise Swift Response is one of the premier military crisis response training events for multi-national airborne forces in the world. The exercise is designed to enhance the readiness of the combat core of the U.S. Global Response Force - currently the 82nd Airborne Division's 1st Brigade Combat Team - to conduct rapid-response, joint-forcible entry and follow-on operations alongside Allied high-readiness forces in Europe. Swift Response 16 includes more than 5,000 Soldiers and Airmen from Belgium, France, Germany, Great Britain, Italy, the Netherlands, Poland, Portugal, Spain and the United States and takes place in Poland and Germany, May 27-June 26, 2016.
(U.S. Army photo by Visual Information Specialist Gertrud Zach/released)
La 253-078-0 es la responsable de una gran tarde. La historia la contó Pablo, Pequeño Maestro, en la foto que subió días atrás, Complemento esa historia con imágenes. Van dedicadas al Pequeño Maestro y a Rafa que por compromisos ineludibles no llego a tiempo de disfrutar de una tarde que tenia todas las trazas de ser aburrida a tope.
Exercise Swift Response 16 went in to high gear June 7, 2016, as more than 1,500 paratroopers from the U.S. Army's 82nd Airborne Division, the British 16 Air Assault Brigade and the Polish 6th Airborne Brigade conducted a combined jump on to a drop zone near the city of Torun, Poland.
Bull elk doing the Flehmen response, which is a way to pull pheromones into the vomeronasal organ located above the roof of the mouth via a duct behind the front teeth.
Prior to Butter & Eggs 2016 starting, Medic 991 and Engine 9381 were dispatched to a call just off the parade route. Everyone at first thought it was part of the parade and that they got turned around!
©FranksRails Photography, LLC.
FWC Division of Law Enforcement storm response Hurricane Harvey; August 2017.
FWC photo by Avery Bristol
Hah! With certain parts of my family, the top checkbox should probably say, "Yes...I'm conservative but not THAT conservative."
Also, for the record, I'd love to see these 2 specific women getting married. It's not like I spend my weekends crashing other lesbians' weddings just for the thrill. :)
I include this shot at this time because a wildfire very near this site (a few miles) is still ongoing! Our Thompson Ridge brush truck and fire crew was joined by several others in this general region to fight the fire. It was hot and dry... but not windy. The initial (volunteer) responders did a super job containing the fire to about 5 acres until additional support including the USFS arrived. No areal support was provided. The blaze is now under guarded watch to monitor the remaining "hot spots."
THANKS TO THE RAPID RESPONSE BY MANY OF OUR NEIGHBORS AND FRIENDS, THESE ANIMALS STILL HAVE NATURAL PLACES LIKE THIS TO BROWSE AND BE SAFE... (and so do we)! KUDOS TO OUR FIRST RESPONDERS!!!
These young deer were members of a small feeding group. (There are at least 6 deer visible in this image.) It appeared to me that they were all young, and all female. Perhaps the oldest was three years.
IMG_0638; Mule Deer
Exercise PRECISE RESPONSE, is an annual chemical, biological, radiological, and nuclear (CBRN) exercise hosted by Defence Research and Development Canada at Canadian Forces Base Suffield where the Canadian Armed Forces along with NATO allies and partner Nations can practice essential CBRN defence skills in a multinational training environment.
Airborne forces show Swift Response
British airborne forces are training alongside NATO counterparts to develop their ability to work together to deliver a Swift Response to international crises.
16 Air Assault Brigade is on Exercise Swift Response, which brings together more than 5,000 personnel from 10 nations and takes place in Poland and Germany between May 27-June 26, 2016.
Under the command of Headquarters 16 Air Assault Brigade some 2,000 troops are taking part, the largest British contingent to deploy on a NATO exercise in 2016. The joint force includes 3 PARA Battlegroup, including engineer, artillery, logistics, signals, medical, provost and ISTAR support; Apache attack helicopters from 4 Regiment Army Air Corps; and RAF Chinook and Puma support helicopters and C-130 Hercules transport aircraft.
The training involves mass parachute jumps and air assault operations as part of a simulated mission to restore stability to a troubled region. It is key to developing interoperability with 82nd Airborne Division and 11e Brigade Parachutiste, the Brigade’s key partners in the US and French armies respectively, as well as wider allies.
NOTE TO DESKS:
MoD release authorised handout images.
All images remain crown copyright.
Photo credit to read - Corporal Andy Reddy RLC
Email: andyreddy@mediaops.army.mod.uk
richardwatt@mediaops.army.mod.uk
shanewilkinson@mediaops.army.mod.uk
Drama in the field behind our house.
There was a loud thump and we looked out the back to see an aircraft had crash landed in the field beyond ours. We saw the pilot scramble away and then the whole lot went up in smoke. I rang 999 and was told the Emergency Services were already responding to the pilots mayday. Fortunately he wasn’t seriously hurt. They arrived within minutes.
Not the best of photos (had to use my telephoto lens on a tripod from the back fence) but you get the drama.
This was early 1990s - my son was still at the village school so I’d guess 1991. The police went there the next day appealing to the kids to return any souvenirs taken from the crash site.
Apparently it was a vintage WWII spotting plane - an Auster.
Camera - Minolta X300
Hanimex 300 mirror lens
Film - probably Kodak.
Merseyside Fire & Rescue Service Scania P260 pumps DK67AAN (Fleet No. 1392) and DK19BFJ (Fleet No. 1396) seen in attendance at premises in Rowson Street, New Brighton, 02.07.2022, as Wallasey Papa1 and Birkenhead Papa 1, respectively, in response to what is thought to have been an Automatic Fire Alarm.
Hopefully it was a false alarm.
Exercise Swift Response 16 went in to high gear June 7, 2016, as more than 1,500 paratroopers from the U.S. Army's 82nd Airborne Division, the British 16 Air Assault Brigade and the Polish 6th Airborne Brigade conducted a combined jump on to a drop zone near the city of Torun, Poland.
South Carolina National Guard Soldiers, and fire department/EMS rescuers with the S.C. Helicopter Aquatic Rescue Team (SC-HART) program, S.C. Urban Search and Rescue Task Force 1 (SC-TF1), perform hoist-training operations during the preliminary phases of “Patriot South Exercise 2017” (Patriot South 17), a joint training-exercise focused on natural disaster-response and preparedness, Gulfport and Port Bienville Industrial Complex (PBIC), Mississippi, Jan. 29, 2017. Patriot South 17 is taking place at multiple locations across Mississippi, from January 23 through February 7, 2017, and it offers the National Guard and its local and federal partners a realistic-training opportunity to test response capabilities, procedures, and readiness through a simulated hurricane and Tsunami scenario “hitting the coastal areas of the state.” Specifically, in preparation for future operations, South Carolina’s Headquarters and Headquarters and (-) Company A 2-151st Security and Support Aviation Battalion, 59th Aviation Troop Command, deployed both its current HART-capable platforms, the UH-60L Black Hawk utility helicopter and its LUH-72A Lakota light utility helicopter--the latter being a recent addition to the HART program for South Carolina. (U.S. Army National Guard Photo by Staff Sgt. Roberto Di Giovine)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Israel Aircraft Industries Nesher (Hebrew: נשר, "Vulture" - often mistranslated as "Eagle") is the Israeli version of the Dassault Mirage 5 multi-role fighter aircraft. Most were later sold to the Argentine Air Force as Daggers, and later upgraded as Fingers.
Israel had to replace more than 60 aircraft lost during the Six Day War and the War of Attrition which followed. Before the war, Israel began co-development with Dassault to build the Mirage 5 and it was eventually built by Israel and named Raam in Hebrew (thunder).
Dassault Aviation had developed the Mirage 5 at the request of the Israelis, who were the main foreign customers of the Mirage III. The Israeli Air Force (IAF) wanted the next version to have less all-weather capability in exchange for improved ordnance carrying capacity and range as the weather in the Middle East is mostly clear.
In January 1969, the French government arms embargo on Israel (in response to the 1968 Israeli raid on Lebanon) prevented the first 30 Mirage 5 aircraft (which were already paid for by Israel) plus optional 20 from being delivered and cut off support for the existing Mirage IIICJ fleet.
This was a setback for the Israeli Air Force, who needed the new Mirage to compensate for the losses of the Six Day War and was still using the Mirage IIIC. Israel then decided to produce the (Raam A and B project)[1] airframes as it had the necessary plans, although Israel did not officially obtain a manufacturing license.
Officially, Israel built the aircraft after obtaining a complete set of drawings. However, some sources claim Israel received 50 Mirage 5s in crates from the French Air Force (AdA), while the AdA took over the 50 aircraft originally intended for Israel.
Production began in 1969[5] with the first empty airframes with no weapons, electronics, seat, or engine included, delivered directly from Dassault Aviation. The first Raam A was delivered in May, 1971. In November, 1971 the plane was renamed Nesher.
The Neshers' airframe was identical to the Mirage 5, but there was an extensive refitting of Israeli avionics, a Martin-Baker zero-zero ejection seat, and improved provisions for a wider range of AAMs (Air-to-Air Missiles), including the Israeli Shafrir heat-seeking missile.The Nesher had simpler avionics than the Mirage IIIC but was slightly less maneuverable. However, it had longer range and bigger payload. The reduced maneuverability did not prevent the Nesher from performing well in air combat during the Yom Kippur war (see below).
The first Nesher prototype flew in September 1969, with production deliveries to the IAF beginning in May 1971 at Hatzor in May of 1971, with veteran test pilot Danny Shapira at the controls. In the months that followed, additional Nesher planes equipped this squadron, making up for the insufficient number of Mirage IIIs and raising the number of serviceable planes in the squadron. When the rate of production picked up at the Nesher assembly line at IAI, two new squadrons could be established, based solely on the Neshers. The first new squadron inaugurated 'Etzion Airbase at 'Bik'at Hayareakh' ('Valley of the Moon') near Eilat, in September of 1972, and the second was founded in March of 1973 at Hatzor.
When the Yom Kippur War broke out, in October of 1973, the IAF had 40 Nesher planes in its ranks, serving in the First Combat Squadron and in the two new squadrons.
Although they were originally intended for attack missions, in the course of the war the Neshers were primarily used in air-to-air combat. The IAF command decided to use the Phantoms, Skyhawks and Sa'ars against ground targets, and assigned the Mirages and Neshers the task of fighting enemy aircraft and establishing air superiority over the battle zones.
The Neshers proved to be good fighters and overcame their adversaries (MiGs and Sukhois) with relative ease. The first aerial victory of a Nesher took place on January 8, 1973, when 4 Neshers from the "First Fighter" squadron escorted F-4 Phantoms into Syria to attack a terrorist base. In an engagement with Syrian MiG-21s, 6 MiGs were shot down, two by the Neshers.
Neshers also took part in the Yom Kippur conflict later that year. One of the first air victoriy of the war was not an aircraft but an AS-5 Kelt air to ground missile launched against Tel-Aviv by an Egyptian Tu-16 Badger on the first day of the war, October 6th, 1973.
When Libyan Mirage 5s entered the fighting all Israeli Mirages and Neshers were marked with large yellow triangles bordered by a thick black frame to prevent a case of mistaken identity. At least two Mirage 5s were shot down by Neshers, as well as an Israeli Phantom shot down by mistake, the navigator and the pilot, a former Nesher squadron commander, parachuting to safety.
According to the statistics published after the war, there were 117 dogfights in the course of the Yom Kippur War (65 over Syria and 52 over Egypt). 227 enemy planes were shot down in these confrontations, and only six Israeli planes were shot down (they had been on interception missions, and were either hit by cannon fire or by sirface-to-air missiles). The Nesher squadron from Etzion was one of the leading squadrons, tallying 42 kills without a single plane lost.
The Neshers did not just go out on interception missions: they also carried out several attack sorties in the Golan Heights and on the southern front. The action was intense, with every pilot carrying out numerous sorties every day.
The war proved just how vital the Nesher's reinforcement of the IAF's order of battle had been, and convinced the defense community of the importance of continuing to develop fighters in the IAI. In 1975 the first Kfirs entered service, and the Nesher was gradually relegated to a less central role. All the Neshers were concentrated in two squadrons, and were transferred - in late 1976 - to Eitam Airbase, whicch had been newly dedicated in the northern Sinai.
Nesher production ended in February 1974 after fifty-one fighters (Nesher S) and ten Nesher two-seat trainers (Nesher T), and the type did not serve long with the IAF. In the late 70's there were already enough Kfirs in the IAF for completely replacing the Mirages and Neshers.
The Kfir was a significantly more advanced plane than the Nesher, boasting better performance as well as more sophisticated systems, and upgrading the Neshers was not deemed to be a worthwhile investment.
In 1981, the Kfir had supplanted the Nesher in Heyl Ha'avir, and the Neshers were renovated, for sale overseas. Neshers were sold to the Argentine Air Force in two batches, 26 in 1978 and 13 in 1980, under the name Dagger, comprising 35 Dagger A single-seat fighters and four Dagger B two-seat trainers. The Daggers then saw much action against the British in the Falklands War.
General characteristics:
Crew: one
Length incl. pitot: 15.65m (51 ft 3 in)
Wingspan: 8.22m (26 ft 11 in)
Height: 4.25m (13 ft 11 in)
Wing area: 34.8m² (373 sq. ft)
Empty weight: 6,600kg (14,535 lb)
Max. takeoff weight: 13,500kg (29,735 lb)
Powerplant:
SNECMA Atar 09 engine with 4,280 kg (9,430 lbf)dry thrust
and 6,200 kg (13,660 lbf) with afterburner
Performance:
Maximum speed: mach 2.1 (39,370ft)
Range: 1,300km (810 ml), clean and with internal fuel only
1,186km (736 ml) with 4700 litres of auxiliary fuel in drop tanks
plus 2 Air to Air missiles and 2600 lb of bombs
Service ceiling: 17,680 (55,775ft)
Rate of climb: 16,400ft/min (83.5 m/s)
Armament:
2× 30 mm (1.18 in) DEFA 552 cannons with 125 rounds per gun under the air intakes
Five pylons for a wide range of up to 4.200kg (9,250 lb) of disposable stores
The kit and its assembly:
This short notice build towards the end of the 2016 "Cold War GB" at whatifmodelers.com was inspired by a CG rendition of an IAF F-4 in the unique brown/blue paint scheme, posted by fellow user SPINNERS a couple of days before. Seeing that design variant I wondered how a Kfir in this livery would look like...?
I had a C-2 Kfir in the stash, but also stumbled across a Heller Mirage IIIE/R/5BA kit without a real purpose in the stash and remembered the Kfir's predecessor, the Nesher, which was more or less a bluntly copied Mirage 5. Since the type was earlier and more appropriate for the brown/blue livery, I decided to convert the Heller Mirage into a Nesher, since it comes pretty close.
The Heller kit is old and rather basic by today's standards. You get fine but raised panel lines, only a rough interior, mediocre fit and a brittle plastic that catches scratches and dents when you only look at it.
Anyway, creating a Nesher from the Heller kit is not really complicated. Two major mods have to be made: the fin has to be enlarged or replaced, and the nose needs a special pitot installation.
The Nesher carried the bigger Mirage III/5 fin, and the Heller kit only bears the short version. Since I had a donation PM Model Nesher/Dagger kit in store (horrible kit, it rather resembles a mutated Mirage III but neither the israeli nor the Argentinian aircraft!) I just transplanted the fin. This appeared easier than adding a fin fillet, and having just the right donation part at hand made the decision even easier. :D
The nose is the Mirage 5's, but the tip was slightly modified and the pitot needed a separate fairing/attachment under the nose tip. The latter was created from a piece of round styrene and blended with the lower front fuselage.
After the major body work was done, some antennae/sensors were replaced or added, a Panzer IV’s sprocket wheel as an afterburner interior (just to have something inside the gaping exhaust hole) as well as launch rails under the outer wings for a pair of Shafrir-2s. The sleek drop tanks come OOB from the Heller kit – it only offers a pair of bigger tanks with fins, but no offensive ordnance at all.
In the cockpit I used a Martin Baker ejection seat from an Italeri Kfir, a slightly better option than the OOB part.
Painting and markings:
This is the actual whif aspect about this build, which is just the fictional application of a real world IAF scheme that was in use about 10 years before the Yom Kippur War. In real life the Nesher just came too late to carry the murky brown/blue pattern, because it was phased out in 1967, after the Six Days War. But putting it onto a more modern aircraft creates interesting results!
The scheme is based upon the original grey/green French pattern, just with the colors replaced with RAL 8000 (Grüngrau) or Field Drab (FS 30215) and RAL 5008 (Graublau), the authentic upper surface tones for this strange camouflage.
I’ve already built a (real world) IAF Ouragan in this style, so I had some practice and good references at hand. Model Master 1702 (alternatively: Humbrol 142) is a good option for the brown/tan tone, even though it is a bit too dark for my taste. "Israeli Armor Grey" from ModelMaster is a more approriate tone - it's lighter and actually an equivalent for RAL 8000, which is also used on Israeli tanks!
For the greyish-green dark blue I used Humbrol 77 (Navy Blue) which comes IMHO close. The undersides were painted in a pale grey, I used FS 36440 (Light Gull Grey, Humbrol 129 in this case). Some sources claim it to be RAL 7044 (Seidengrau), but the FS tone is practically identical.
All Neshers (even in later Argentinian service) had their nose painted black. There was no radar oder radome fitted, it was rather a deception in order to make enemies confuse the simple ground attack Neshers with the more potent (and radar-equipped) Mirage IIIs.
The kit received a light black ink wash and some dry-brushing for panel emphasis. The decals come mostly from the PM Model Nesher, including the large, yellow Yom Kippur War ID triangles which create a powerful contrast on the dark underground. Interesting result!
Anyway, while the decals might be the best thing about the PM kit, they have thier drawbacks, too. While they are 100% opaque the carrier film is thick, stiff and brittle, and they do not adhere well to the underground, despite decals softener and other tricks. :(
As a small detail I put the aircraft's tactical code on a silver background, as if the aircraft had originally been bare metal with the camouflage rather hastily applied. Since I had no IAF squadron markings left I added a yellow/black checkerboard pattern to the fin's rudder - the marking of the 113 Tayaset "Ha'Tsira'a (The Wasps), which actually operated the Nesher in the Yom Kippur conflict, just with a different camouflage.
Finally, the kit received some smoke/exhaust marks with graphite and was sealed with a coat of matt acrylic varnish. To make matters worse, the Revell varnish turned white, so I had to repair that damage as good as I could, and the finish now is far from what I had originally hoped for, despite the general troubles with the PM Model kit's decals.
A rather subtle whif, and even the aircraft itself is real (or at least a "realistic" model replica). Anyway, the paint scheme application changes things considerably, and the model ended - with the ID trinagles and the other bright markings - more colorful than expected. But the finish ended up rather poor, so that I am a bit disappointed.
Besides, a highly recommended source for this aircraft is Amos Dor's "IAI Nesher (From Mirage to Kfir, pt. 2 of 3)" book from "The IAI Aircraft Series", AD Graphics/Milano, 2000. All the other publications from this series of books are also generally recommended for any IAF builds.
Members of the 2nd BCT (White Falcons), 82nd Airborne Division resting in between missions and day/night shifts in Port Au Prince, Haiti on Jan. 27. The 2nd BCT is deployed to Haiti in support of Operation Unified Response to provide security for the massive humanitarian efforts being conducted throughout the earthquake devastated country of Haiti. (Photo by: Combat Photographer Master Sgt. Martin Cervantez)
2nd Brigade Combat Team, 82nd Airborne Division Public Affairs RSS
Date: 01.27.2010
Location: Port Au Prince, HT
Related Photos: dvidshub.net/r/uy9ysk
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance, and night-fighter aircraft then in the Flygvapnet’s inventory. On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: the aircraft had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location, and it had to be capable of being launched in any weather conditions, at day or night.
In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid-1958, at which point manufacturing activity switched to the Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.
The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.
At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.
On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.
The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.
A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.
However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.
The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:
- An INGEBORG signal reconnaissance receiver with antennae in the radome,
covering S, C and L radar frequency bands
- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively
S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod
- Apparatus 91B; a broadband jammer, later integrated with INGEBORG
- MORE, a jammer and search station for the VHF and UHF bands
- FB-6 tape player/recorder; used, among other things, to send false messages/interference
Additional, external equipment included:
- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft
and active missile radars
- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and
shipboard radars
- BOZ-1, -3, -9 and -100 chaff dispenser pods
Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.
When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.
After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.
However, this was still not the end of the Saab 32, which turned out to be even more long-lived: By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.
General characteristics:
Crew: 2
Length: 14.94 m (49 ft 0 in)
Wingspan: 13 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (403 sq ft)
Airfoil: NACA 64A010
Empty weight: 7,500 kg (16,535 lb)
Max takeoff weight: 13,500 kg (29,762 lb)
Powerplant:
1× Svenska Flygmotor RM6A afterburning turbojet
(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),
delivering 4,88 kp dry and 6,500 kp with reheat
Performance:
Maximum speed: 1,200 km/h (750 mph, 650 kn)
Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 100 m/s (20,000 ft/min)
Armament:
No internal weapons.
13× external hardpoints (five major pylons and eight more for light weapons)
for a wide variety of up to 3.000 kg of ordnance, typically only used
for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank
The kit and its assembly:
This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).
The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.
The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/
Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.
The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.
The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.
Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.
Painting and markings:
The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.
After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.
After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.
The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.
The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.
All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.
A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.
The first of two Incident Response Units arrives from the Coachbuilders. These vehicles were operated by the National Risk and Resilience Department, Special Operations Response Teams (equivalent to HART in England). These units are similar to the HART IRU but have no crew cab, having a storage and PPE donning area behind the cab. Iveco 65, 6.5 tonne with Bence Coachwork. Here shown stripped at a staff familiarisation event awaiting the placement of specialist immediate response equipment.
U.S. and German forces conduct a resupply convoy during exercise Swift Response 15 at the U.S. ArmyÕs Joint Multinational Readiness Center in Hohenfels, Germany, Aug. 27, 2015. The purpose of the exercise is to conduct joint and combined training events in order to evaluate brigade and battalion level execution of strategic out-load in conjunction with Allied Partner nations through an intermediate staging base. Swift Response 15 is the U.S. ArmyÕs largest combined airborne training event in Europe since the end of the Cold War. More than 4,800 service members from 11 NATO nations- including Bulgaria, France, Germany, Greece, Italy, the Netherlands, Poland, Portugal, Spain, the United Kingdom, and the United States- will take part in the exercise on training areas in Bulgaria, Germany, Italy, and Romania, Aug. 17- Sept. 13, 2015. (U.S. Army photo by Sgt. Alexandra Hulett/Released)
Participants in formation during the Opening Ceremony for Immediate Response 2015 in Postojna, Slovenia, September 09, 2015. Immediate Response is a long-standing U.S. Army Europe-led cooperative training exercise focused on peacekeeping and stability operations. More than 1,400 personnel from 9 different nations are participating in the exercise. (Photo by U.S. Army Sgt. 1st Class Walter E. van Ochten)
Shoreditch London Calvert Avenue Accident with the Fire Brigade and Police Emergency Response Vehicles Mercedes-Benz Fire Engine WX17YCH and 2015 Black Ford Kuga Titanium TDCI Diesel 1997 cc Car EA65OLO
A Marine assigned to 26th Marine Expeditionary Unit (MEU) command element, walks across a flight deck after exiting an MV-22B Osprey assigned to Marine Medium Tiltrotor Squadron (VMM) 266, aboard the USS Wasp (LHD-1) Nov. 1, 2012, in support of Hurricane Sandy disaster relief efforts in New York and New Jersey. The 26th MEU is capable of providing generators, fuel, clean water, and helicopter lift capabilities to aid in disaster relief efforts. The 26th MEU is currently in pre-deployment training, preparing for their departure in 2013. As an expeditionary crisis response force operating from the sea the MEU is a Marine Air-Ground Task Force capable of conducting amphibious operations, crisis response, and limited contingency operations. (U.S. Marine Corps photo by Cpl. Christopher Stone/Released)
26th Marine Expeditionary Unit
Photo by Cpl. Chris Stone
Date Taken:11.01.2012
Location:NEW YORK CITY, NY, US
Read more: www.dvidshub.net/image/775081/26th-meu-hurricane-sandy-re...
Donation Information:
If you would like to help those affected by Wednesday's storms, the American Red Cross is accepting donations in a couple of ways.
Make out your check to "American Red Cross - Neighbors in Need", and mail it to:
American Red Cross - Neighbors in Need
300 Chase Park South
Hoover Alabama 35244
If you prefer to make a donation on-line, please click here to visit alredcross.org
-To apply for federal disaster assistance online, go to www.disasterassistance.gov
-To apply over the phone, call 1-800-621-3362 between the hours of 7am and 10 pm.
-The United Way has set up a hotline to help victims find low cost temporary housing. Call 211 for more details.
Volunteer Information:
-United Way's Hands on Birmingham - www.handsonbirmingham.org
-Volunteers in Tuscaloosa are asked to register at St. Matthias Episcopal Church on Skyland Boulevard
-Volunteers in Calhoun County must register at the Ohatchee Police Department
-Volunteers in Concord must register at the YMCA on 4th Avenue South
-Webster's Chapel leaders are looking for volunteers with vehicles who can distribute supplies to tornado victims. Volunteers should go to the Webster's Chapel Fire Station
Drop off Locations:
-Harvest Church in Northport is accepting donations for tornado survivors
-Christian Service Mission at 3600 3rd Ave South is accepting personal care items, baby supplies, and other items of basic need
-First Baptist Church Trussville is a drop off point for donations Monday through Friday 8am to 6pm
-Church of the Highlands on Grants Mill Road is accepting items of basic need
-Mt. Zion Baptist Church in Alexandria is collecting donations of bathing supplies
-Clear Branch United Methodist Church in Argo is a drop off location from 8am to 4pm Monday through Friday
-Mark Ferrier Ministries has a drop off point at 97.7 Fox FM radio in Jasper
-Alabaster First United Methodist Church accepting donations for storm survivors at Restore Building behind the church
-Holy Faith Temple is accepting donations for tornado survivors in Childersburg
-Central Baptist Church of Jasper is collecting supplies for victims in Cordova.
-McAlpine Recreation Center at 1115 Avenue F in Ensley is now a drop off point
-108 Haynes Street in Talladega is collecting donations for survivors in East Alabama
-East Birmingham Church of God on First Avenue North is collecting supplies
-All Books-A-Million stores are collecing monetary donations for the Salvation Army
-East Birmingham Church of God in Christ on 1st Avenue is collecting supplies
-Aldrich Assembly of God is collecting relief supplies at Lucky's Market in Montevallo and Sammy's Fresh Market in Wilsonville.
-Vance town community center is collecting donations for survivors in Vance
-Helena Cumberland Presbyterian Church is accepting donations all week from 9am until 6pm.
-Donations in Calhoun County may be dropped off at Eagle Point Baptist Church in Jacksonville and Word Alive Church in Coldwater.
-Jasper Jaycees are accepting donated items at the fairgrounds on Airport Road. Cash donations can be made at Bank of Walker County. Call 205-221-3928 for more info.
-Hardin's Chapel Church in Ragland is an official EMA site
-Cullman county donation locations: Eagle Point Church, Isaiah 58-Word Alive Church, Piedmont Benevolence and Salvation Army
-UAB is holding blood drives at the North Pavillion from 10am to 5pm Monday, Wednesday, Thursday, Saturday. 7am to 2pm Tuesday and Friday
Places to pick up items or get help:
-People with disabilities who have lost medication or equipment can call 205-251-2223 ext 102
-United Way has set up a hotline to help victims find low cost temporary housing - call 211
-There will be a physician on site and medicine available at Scott School through Saturday from 7am to 7pm
-Tornado survivors in Hale and Greene counties can get help at Springfield United Methodist Church in Eutaw and at Johnson Hill United Methodist Church in Union
-Toiletries and clothing are available for pick up at Plum Grove Baptist Church in Tuscaloosa. If you need transportation, call 205-292-5836
-Food and water stations for victims are set up at the Leland Shopping Center, Forest Lake Baptist relief center and Skyland Elementary.
-Aldridge Community Missionary Baptist Church in Parrish has food, formula, clothes and water for any storm survivors who need help.
-Victims in St. Clair County can get food, water and other supplies at the Shoal Creek Community Center.
-Tarps available in St. Clair County at Odenville Fire Department, Pell City Fire Station One, Reiverside Fire Department
-The Salvation Army has set up mobile canteen operations in Forest Lake, Holt High School and on 15th Street in Alberta City.
-Tornado victims in Hale and Greene Counties can get help at Springfield United Methodist Church in Eutaw and at Johnson Hill United Methodist Church in Union.
-The Masonic Lodge in Pleasant Grove is serving meals and distributing supplies to tornado victims.
-Bethel Baptist Church in Pratt City is providing food and shelter to tornado survivors in that community
-Food, water and other supplies are available at Pleasant Ridge Baptist Church in Hueytown.
-The Red Cross has opened feeding stations at Oak Grove Baptist Church, Knighten's Volunteer Fire Department, Webster's Chapel Volunteer Fire Department, First Baptist Church of Williams, Mt. Olive Volunteer Fire Department in Ohatchee and the Ellis Community Fire Department.
-Hardin's Chapel Church in Ragland is an official EMA site
-Free first aid station is open in Pleasant Grove from 9am to 6pm at 615 Pleasant Grove Road Monday through Friday
-Free medical clinic at Scott School in Pratt City 7am to 7pm
Shelters:
-Bethel Baptist Church in Pratt City is providing food and shelter to tornado victims in that community.
-The American Red Cross has set up shelters at the Belk Center in Tuscaloosa, First Baptist Church in Hanceville, the Boutwell Auditorium in Birmingham, the Civic Center in Cullman and First United Methodist Church in Springville.
-American Red Cross shelter in St. Clair County is at Greensport Baptist Church in Ashville
Insurance office locations:
-Allstate Insurance has mobile claims centers set up at the Lowe's in Bessemer, the Winn-Dixie at River Square Plaza in Hueytown and the K-Mart on Skyland Boulevard in Tuscaloosa.
-State Farm has centers set up at Lowe's in Cullman, Tuscaloosa, Bessemer and Fultondale.
-ALFA has centers at the Save-a-Lot in Cullman and the ALFA Service Center in Gadsden.
-Farmers Insurance has centers at Home Depot in Tuscaloosa, the Forest Square Shopping Center in Forestdale, and the Farmers district offices in Vestavia Hills and Pell City.
Misc:
-A battery charging station is set up at the Walmart in Tuscaloosa. Flash lights are also being given away while supplies last.
-If you have loved ones who are still missing in the Birmingham area, call 205-787-1487 or 205-787-1488.
-Greater Birmingham Humane Society lost and found pet hotline open 8am to 5pm daily: 205-397-8534. Hotline is for Jefferson and Tuscaloosa counties
-Official FEMA mobile disaster recovery center in Sumter county: Geiger Town Hall 201 Broadway
-Victims in Pratt City are in need of trash bags and baskets to help collect their personal belongings
-Calhoun County needs rope, tools, gloves, masks, tarps, first aid supplies and baby supplies
-Some local contractors in Tuscaloosa are offering free debris removal. Call 205-248-5800.
-Samaritan's Purse in Tuscaloosa is providing free debris removal and free tarps. Call 205-345-7554.
-The McWane Center in Birmingham is offering free admission to anyone who brings supplies for tornado victims.
-A dusk to dawn curfew is in effect for all of Cullman County.
-An 8pm to 6am curfew is in effect in the city of Tuscaloosa.