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Porsche 917-001
Chassis 001, assembled in early March 1969, was the first of the twenty-five 917s completed for homologation. This chassis was used for a multitude of events, though never raced. Its workload consisted of testing at the Nürburgring and display duty in places such as the Geneva Motor Show in 1969 or Frankfurt International Auto Show in 1970.
By October 1970, 917-001 was part of the Press Department of Porsche and painted in the now famous Salzburg paint scheme of the 1970 24 Hours of Le Mans winner.
Festival Automobile International 2017, Paris
Project 365 - Image 170/365
During the week Mireille discovered that a few things needed fixed around the house while I was away with work, thankfully in my absence we appear to have another budding engineer in the form of Wage.
Even today he heard that one of the handles on the steps into the swimming pool was just a tiny bit loose, and within no time he had raided my toolbox for the appropriately sized spanner and was down fixing it.
Maybe I can convince him to go on the work trips with me too, and let him share the workload?
From the Uglydoll blog at adventuresinuglyworld.blogspot.com
Hill Aerospace Museum
History of the OV-10A "Bronco"
The OV-10A is a turboprop, light attack aircraft developed under a U.S. Air Force, Navy, and Marine Corps tri-service program to create a versatile counter- insurgency airplane. After these aircraft first took flight in 1967, some of their missions included observation, forward air control, armed reconnaissance, interdiction missions on the Ho Chi Minh Trail, and limited ground attack during the Vietnam War.
The OV-10A "Bronco" at Hill Air Force Base
The first OV-10 arrived at Hill Air Force Base in 1988 for structural refurbishment, rewiring, and installation of a secure voice radio. Personnel at Hill performed work on 48 OV-10s within five years. After the main workload for OV-10s at Hill ended in 1990, the Mature and Proven Aircraft Division on base continued to manage this airframe. The OV-10A on display was manufactured in 1968 and was assigned to the Da Nang Air Base, South Vietnam, the following year, in 1991, after several base transfers, the aircraft was sent to and modified by the Ogden Air Logistics Center to support a United States State Department drug-interdiction project for the Colombian Air Force. In 2006, the aircraft was put on display here at the Hill Aerospace Museum.
Interesting Fact
The aircraft is painted to closely resemble its appearance while serving with the 23rd Tactical Air Support Squadron in Thailand.
Specifications
S/N 67-14675
Manufacturer: North American Aviation
Crew: One
Engines: Two Garrett-AiResearch T76-G turboprops: 715 horsepower each
Wingspan: 40 ft
Length: 41 ft 7 in
Height: 15 ft 1 in
Weight: 7,190 pounds (empty): 14,444 pounds (maximum)
Speed: 281 mph (maximum); 223 mph (cruising)
Range: 1,240 miles Ceiling: 26,000 ft
Armaments Centerline station for 20 mm gun pod, or stores; four 7.62 mm M60 machine guns in sponsons; four sponson stations for rockets, mini guns or stores; two wing stations for rockets or missiles
Name: Andrew Pliszka
Hometown: San Antonio, TX
Major: Biology, BA
Expected Graduation: Spring 2018
CNS Council for Diversity Engagement Member
What sparked your interest in science?
I became interested in science after taking biology my freshman year in high school. After attending a lecture on epigenetics during a class field trip, I became interested in pursuing a career in science/medicine.
Why did you choose UT Austin?
I chose UT Austin because it was the most rigorous university I could afford. Its large population, exceptional faculty, and rich social life offered many opportunities for me to grow as a person.
How (or why) did you choose your major?
I chose to major in biology because I really enjoyed the subject in high school. I find the subjects of genetics and interactions among organ systems in the human body to be very interesting.
Over the course of your time here, what have you gained/experienced that you perhaps did not expect?
Over the course of my freshman year, I learned that time management is very important.
What academic programs and student orgs have you participated in?
I am a part of the American Medical Student Association (AMSA), Hispanic Health Professions Organization (HHPO), Gamma Beta Pi, Alpha Lambda Delta & Phi Eta Sigma (ALDPES), and I am a mentor for the Biology Scholars Program.
What has been your most rewarding or exciting experience as a CNS student?
Performing well on tests and doing research through the Freshman Research Initiative.
What advice do you have (or what myth/concern would you like to dispel) for students considering joining CNS?
It is a myth that the workload is overwhelming -- if one manages his or her time well, he or she will have plenty of time for extracurricular activities without sacrificing academics.
If you had to sum up your experience at UT in one sentence, what would it be?
UT accelerates the process of growing up; although that sounds scary, one eventually realizes that's a good thing.
Plans after graduation?
Medical School
Small City Pacer singe deck buses were introduced in 1986. They served new bus routes into housing estates, via roads that were unsuitable for conventional buses. Unfortunately, these little buses were not robust enough for their rigorous workload and they were withdrawn after only five years.
Unusually the five OVs carried names in addition to their fleet numbers. This one, C526DYT fleet No. OV2, was called 'Hurricane' and served the Orpington area throughout its life. It was on display at the London Transport Museum’s Acton Depot open day on 5 April 2025.
Holding for departure from RAF Valley's runway 19, it's nice to see the crew can still acknowledge the gathered enthusiast's, even when the workload in the cockpit must be quite high.
Window-shopping in Akihabara. Actually, more like oogling the ladies as there's lots of girls wearing bizarre outfits in an attempt to sell you something. But don't tell my girlfriend.
Anyone with CS4? Can you view this large (the first link in the photo description) and tell me what font is used for my watermark? It's in the top-left corner (or this one). The font came with CS4 and I'm now apparently missing it in CS3 :( I'll return the favour with a cup of coffee (should you live in Toronto that is)!
(I'm trying to make for some good Flickr-time for checking out streams but haven't anticipated the workload that Macroeconomics and Accounting courses would create. I should know better.. *sigh* But the uploading will continue lol.)
The last few weeks I've been guilty of carrying around an irritable mood - a bad attitude that's been an impediment to my day-to-day tasks. It wasn't until I sat down tonight and looked at my calendar that I realized the root of it all.
It wasn't the workload, it wasn't stress, it wasn't my spouse, it wasn't even Grenada...
It was homesickness.
Exactly one year ago today I was on a plane, cruising at 600mph to my Minnesota destination, anxious to race into my father's driveway and throw my arms around him.
Plans are still in a rough draft, but I'm hoping to make a swing through the Heartland in late July to recharge on some Minnesota Nice and reconnect with the other (and often neglected) half of my life.
These are some nearly-forgotten, year-old photos of my family's 4th of July BBQ.
Paradise Park
Chisago City, MN USA
H & W now heavily involved with wind farms. Note the large blades beneath the monstrous, iconic crane.
Harland and Wolff Heavy Industries is a British heavy industrial company, specialising in shipbuilding and offshore construction, located in Belfast, Northern Ireland.
The shipyard has built many ships; among the more famous are the White Star trio Olympic, Titanic and Britannic, the Royal Navy's HMS Belfast, Royal Mail's Andes, Shaw Savill's Southern Cross and P&O's Canberra.
As of 2011, the expanding offshore wind power industry has taken centre stage and 75% of the company's work is based on offshore renewable energy.
In recent years the company has indeed seen its ship-related workload increase slightly. Whilst Harland & Wolff has no involvement in any shipbuilding projects for the foreseeable future, the company is increasingly involved in overhaul, re-fitting and ship repair, as well as the construction and repair of off-shore equipment such as oil platforms. In late 2007, the 'Goliath' gantry crane was re-commissioned, having been moth-balled in 2003 due to the lack of heavy-lifting work at the yard.
In March 2008, the construction of the world's first commercial tidal stream turbine, for Marine Current Turbines, was completed at the Belfast yard. The installation of the 1.2MW SeaGen Tidal System was begun in Strangford Lough in April 2008.
In June 2008, assembly work at the Belfast yard was underway on 60 Vestas V90-3MW wind turbines for the Robin Rigg Wind Farm. This was the second offshore wind farm assembled by the company for Vestas.
In July 2010, Harland and Wolff secured a contract to make tidal turbines for Scotrenewables Ltd.
On 1 February 2011 it was announced that Harland & Wolff had won the contract to refurbish the SS Nomadic, effectively rekindling its nearly 150-year association with the White Star Line. A recent £2.27m EU grant means it will now meet the 2011 completion deadline. Work on the ship began on February 10th 2011.
As of February 2011, the booming offshore wind power industry has taken centre stage. Harland & Wolff are working on turbines for its third offshore wind farm and on a tidal energy device. Seventy-five per cent of the company's work is based on offshore renewable energy. Harland & Wolff is one of many UK and international companies profiting from the emergence of UK wind- and marine-generated electricity, which is attracting significant inward investment.
The News Line: News Wednesday, 26 March 2014
TEACHERS OUT TODAY!
The NUT on the march through central London during their strike last year
www.wrp.org.uk/images/photos/14-03-25-9557.jpg
HUNDREDS of thousands of teachers are striking against government attacks on their terms and conditions today, with mass marches planned in towns and cities throughout the country.
The London demonstration assembles at 11.30am in Duchess Street, W1 and marches to Downing Street.
Tom Davies, past president Ealing NUT, told News Line: ‘It’s going to be really effective. All I hear from different NUT Secretaries across the London Region is that they will be out solid.
‘The majority of schools in London should be closed or running a skeletal service and nationally I’m sure it will be similar.
‘We have a secretary of state for education who is not only ignorant but arrogant and won’t talk to the trade unions, so strike action is our only alternative.
‘The issues are workload, pay and pensions. Teachers’ conditions have been completely undermined over the past four years and of course we are now faced with performance-related pay, to which we are completely opposed.’
Christine Blower, NUT General Secretary, said: ‘Teachers deeply regret the disruption caused by this strike action to parents and teachers. The Government’s refusal, however, to engage to resolve the dispute means that we have no alternative other than to demonstrate the seriousness of our concerns.
‘Teachers’ levels of workload are intolerable – the Government’s own survey, published last month, shows that primary school teachers work nearly 60 hours a week and secondary school teachers work nearly 56 hours a week. 2 in 5 teachers are leaving the profession in the first 5 years of teaching as are many others. This is bad for children and bad for education.
‘Destroying the national pay framework means that in every school head teachers and governors have to worry about developing a pay system instead of focussing on teaching and learning. The Government’s performance-related pay is unnecessary and will build unfairness and additional bureaucracy. Further, international evidence shows that performance-related pay does not work for schools.
‘Teachers do not believe that they can work to the age of 68 or even later for a full pension – and they don’t believe it is educationally desirable either.’
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
Until that day I'd never seen this type of cap. I gifted it to an old friend but years later wished that I’d gigted it to a friend who works in that Canadian Federal Government Department. This cap was my favourite of my small mostly Police cap collection.
members.shaw.ca/customs/Issue/
In the late 1950's Canada Customs Inspectors wore dark navy blue uniforms and dark navy forage caps with this three piece hat badge. In the early 1960's Customs changed the hats to a white forage cap but retained the hat badge until 1967.
History: members.shaw.ca/customs/History/
HISTORY OF CANADA CUSTOMS
Customs officers have long been Canada’s first line of protection. Canada Customs has played a long and honourable role in the development of Canada and is the oldest law enforcement agency in the country. The agency was created in 1841, predating the Dominion Police (1868) and the Northwest Mounted Police (1873). The Dominion Police were absorbed into the Royal Canadian Mounted Police Canada on February 1,1920. Canada Customs finds it’s beginning in Her Majesty’s Customs service in Britain. The first record of Customs in Britain was in 742. The customs tariff was imposed by statute during the reign of Edward 1 (1272-1307). For centuries Britain and France contracted out the job of collecting revenue to the highest bidder in exchange for an annual payment into the royal treasury and applied this system to their colonies in North America. As the British felt that revenue was being lost under this system they ended this practice in 1671 and began appointing customs collectors in the colonies in 1696. It is unclear as to where the first crown-appointed customs collector in Canada was established but there is record of a collector at Annapolis Royal in 1719. It was impossible to control the collection from England so the American Board of Customs was established in 1767. Thus Customs in Canada was run from Massachusetts. The American Board of Customs dissolved at the start of the American Revolutionary War in 1776.
In 1787 the British Board of Trade recommended that the Canadian legislature be allowed to regulate inland trade with the United State. The first interior Customs office was established in St. Jean (Quebec) in 1788 with the intention of regulating trade along the Vermont-Canada border. The Customs Consolidation Act of 1841 created a single system for the new province of United Canada. With this consolidation of Upper and Lower Canada came the creation of Canada Customs. By 1845 there were 63 customs ports in Canada, the three largest being, Quebec, Montreal and St. Jean. Toronto at that time was considered an outport. In 1846 England regarded free trade more favourably and gave up direct control of trade in the colonies. At the time of Confederation a separate ministry of Customs was established along with a department of Inland Revenue which was responsible for collection of excise duties. It was not until 1921 that these two departments where amalgamated into one department called Customs and Excise. In 1925 income tax collection, begun in 1917, was placed under Customs and Excise. Two years later the department’s name was changed to National Revenue.
Throughout the history of Canada Customs there have been colourful personalities involved in its ranks. One such personality was Edward S. Busby (Busby of the Yukon).
Since the inception of Canada Customs, its officers have always been known for their cordial and professional manner in dealing with the public. As early as 1911 memos were issued about Officers appearance, conduct and dealings with the public. During the next two decades the heavy emphasis on courtesy towards the tourist increased, especially the American tourist. The department enforced their rules on treatment of tourists by “threats of banishment to the freight yards.” In April 1928 an advisory was issued regarding complaints which had reached the Department regarding the demeanor of certain officers:
“An examining officer who allows his temper to show itself, and acts in a discourteous manner, will not be allowed to continue in that capacity. If he is retained in Service then he will be sent to the freight yards or the manifest room where his peculiar temperament will not offend others. The Tourist season is about to open and visitors to Canada by automobile and railway must be treated with constant courtesy by National Revenue officers whose duties bring them into contact with the travelling public. There is no place in the Service for an officer who is rude and discourteous, and the sooner this is realized the better it will be for all concerned.”
During the 1930s the number of tourists continued to increase as did the number of inquires. The following are a few examples of some of the more “interesting” ones received by Customs:
“How can I address and seal a parcel so as to ensure that Canadian Customs will not open and examine it”
“What are the most satisfactory methods of smuggling goods across the Border”
“Has Ottawa any Capital”
“How much liquor can I drink in Manitoba”
Asked if they were U.S. citizens: “no just farmers”
Asked to state the length of residence in Canada: “Thirty feet by forty feet”
Asked if he was visiting Canada for pleasure, a traveler replied: “No, I’m seeing my wife’s folks”
In 1939, at the outbreak of the Second World War Canada Customs officers found themselves with added responsibilities. One of the many duties included searching for illegal exports that might be of use to the enemy. Officers also had to control the amount of money being taken out of the country. During the war the Canadian seaports provided Customs with the largest workload. Customs, along with the Navy, exercised control over all activity in the ports. All neutral ships were searched and secured by Customs. In the port of Vancouver, while searching a Japanese vessel a list of German agents in South America was discovered. Canada Customs war effort was not limited to the seaports. In Windsor, Ontario a customs officer captured an escaping German prisoner of war on the engine of a passenger train.
Up until the Second World War Canada Customs was almost exclusively male except for a few women on special duty at major ports. In 1947 the government imposed foreign exchange controls requiring more personal searches resulting in more female hires. By 1982 39.1 per cent of all employees in Customs and Excise were women.
After the Second World War the number of travelers to and from Canada increased rapidly. Originally the clearance of travelers dealt only with the protection and collection of revenue. All other matters such as immigration and agriculture were dealt with by officers of those respective departments. As the number of federal department increased so did the line-ups as separate questioning and examinations were required by each individual department. On Oct. 1, 1969 customs officer were responsible for questioning of travellers on behalf of all federal departments. Today, along with its own acts and regulations, Customs enforces 57 acts of Parliament and acts on behalf of over 80 other government departments.
The Canada Customs uniform has seen a number changes in its history. The first uniform, fashioned after Her Majesty’s Customs Service in England, was a traditional British Navy style, dark blue, double-breasted uniform. The department issued the brass uniform buttons and provided $7.00 a year towards the purchase of clothing. In 1931 the standard uniform allowance was increased to two uniforms a year at a cost of $27.50 each. The uniform saw a radical change in the 1970s when the department went to a teal uniform with a yellow shirt. On April 1, 1977 the department once again change the uniform to a peacock blue with a light blue shirt. In 1994 Customs return to the dark blue uniform however the shirt remained light blue. The uniform of today consists of a woolen military–style sweater, light blue shirt (long and short sleeve), dark pants, nylon patrol jacket (replacing the tunic) and a dark blue ball cap (replacing the traditional forage cap). The forage cap and a dark blue tunic are still worn for ceremonial purposes.
The basic insignia of Canada Customs has always been the same: a portcullis under a crown on a gold maple leaf. Under the portcullis is “Canada” and under that “Customs-Douanes”. These words were added in 1977. Douanes is the French word for customs and dates from about 1372. The connection between the portcullis and Customs dates from 1604 when a London merchant sued King James I for increasing customs duties without Parliamentary consent. The merchant lost, the judges decided that “seaports are the King’s gates, which he may open and shut to whom he pleases.” Since a portcullis is a large gate with spiked bars that can be raised and lowered to control access to castles, it has been said that Customs inspectors “guard our frontiers to control access to our ‘castle’: Canada. The hat badge from the early 1960s was the first to incorporate the ‘basic insignia’. This hat badge was one continuos piece out of gilt and enamel and had the ‘basic insignia’ in the center of Canada and Customs. In the mid 1960s the composition of the hat badge (the words "Canada" and "Customs" separated by the ‘basic insignia') remained the same but each piece was separate. The green uniform of the 1970s saw the "Canada" title omitted and replaced by "Douanes". The hat badge read "Douanes" (basic insignia) "Customs" for those in Quebec and "Customs" (basic insignia) "Douanes" for the rest of Canada. The male officer wore this on his forage cap. The female officer wore a bowler style hat with an embroidered one-piece hat badge. When the department changed to the peacock blues it also change to the current one-piece hat badge we see today.
Nearly all the original customs houses in Canada were at seaports or on the land frontier. As Canada’s industries and settlements grew so did the need for Inland ports. The inward expansion continued because of the railroads, highways, and air traffic routes. Today the majority of the customs ports are inland.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
"It doesn't stress me out since I just get it done earlier than most people do, I guess. When there's a lot of homework I usually just procrastinate a little bit on like most of it and stay up the night before. If I don't finish homework the night before I usually rush to get it done in the morning, cause it's not acceptable for me to fail at all." -Jaidan Cook on "Stress from Workload"
The Soyuz TMA-03M capsule with astronauts Don Pettit, Oleg Kononenko and ESA astronaut André Kuipers touchdown on Sunday 1 July 2012 at 08:14 GMT.
They landed in the steppes of Kazakhstan after 193 days in space. During André's six-month PromISSe mission on the International Space Station, he conducted many scientific experiments in the world’s only permanent microgravity laboratory.
In addition to his scientific workload, André carried out maintenance and operational tasks. Highlights included receiving ESA’s Automated Transfer Vehicle Edoardo Amaldi cargo ferry and docking the first commercial spacecraft, Dragon.
For further information, please visit: www.esa.int/esaCP/SEMZAO1VW3H_index_0.html
Credits: ESA–S. Corvaja, 2012
Stood on display at Swanwick Junction is preserved LMS Princess Royal Class 4-6-2 46203 "Princess Margaret Rose", one of only two of these locomotives to be preserved, and both of which were sat in the same shed.
The Princess Royal class were a set of 13 4-6-2 Pacific locomotives designed by William Stanier and built at Crewe Works between 1933 and 1935 to be the prime motive power on the West Coast Mainline between London Euston, Birmingham, Manchester, Liverpool and Glasgow, including the famous Royal Scot premier express service. At first, two prototypical locomotives were built in 1933, followed by 11 production locomotives in 1935. These were later complimented by a fleet of 38 Coronation Pacific locomotives built between 1937 and 1948, which later went on to be arguably the most power steam locomotives ever built for the British Railway network.
One of the original prototypes however was retained for use as a testbed for a new Turbine Locomotive project to help improve the efficiency of the engines, later being unofficially dubbed 'Turbomotive'. The engine was fitted with turbines instead of cylinders, with the forward turbine containing 18 rows of blading, resulting in an output of 2,400hp, corresponding to running at 62 mph (100 km/h). The turbine was designed to operate into a maximum back-pressure of 2 psi, allowing a conventional double blast-pipe to provide the boiler draught, and eliminating draught fans, which always seemed to give a disproportionate amount of trouble.
The reverse turbine had 4 rows of blades. It was engaged by a dog clutch, activated when the reverser lever being set to "0". This was originally steam-operated by a small piston and cylinder. This locomotive was later rebuilt as a conventional classmate in 1952, using new mainframes and a spare set of cylinders from one of the Coronation Pacifics, and was numbered 46202, later to be named 'Princess Anne'.
6201, LMS lot number 99, was built at Crewe for the sum of £11,675 (£685,000 today) and named Princess Elizabeth, after the then Duke of York’s eldest daughter, currently our Queen Elizabeth II, leaving the works on 3rd November 1933.
Throughout the years the Princess Royal's continued to ply their trade on the West Coast services, but the years of World War II took their toll on the fleet. The beautiful Crimson Lake was replaced by Wartime Black, and the prestige manner that these locomotives had been accustomed to was stripped away as the railways were rationalised as part of the war effort. Work hours increased, and maintenance turns reduced, meaning these engines were being forced to the very limit of their design to keep Britain moving.
With the end of the war in 1945 the workload began to decrease, but the railways had paid the price. The beauty and lavish luxury of the pre-war companies had been stripped and would never return, with all of Britain's main railway companies now almost bankrupt and working a fleet of very tired engines on a poorly maintained railway network. In 1948 the Labour Government nationalised these companies to create British Railways, hoping to modernise the network and rebuild the overworked system.
The Princess Royals and their more powerful sisters the Coronation Pacifics continued to work hard as the implementation of diesels gathered pace. Early diesels however were underpowered and suffered heavily from reliability issues, meaning on many occasions the steam locomotives that they intended to replace actually came to their rescue!
It was not all plain sailing though for the Princess Royals in the 1950's, as this decade was littered with many fatal accidents. On 21 September 1951, locomotive No.46207 Princess Arthur of Connaught was hauling an express passenger train that was derailed at Weedon, Northamptonshire due to a defective front bogie on the locomotive, resulting in the deaths of 15 people and the injury of 35.
This was followed a year later by what would turn out to be the worst rail accident in the whole of British history. On 8 October 1952, an express passenger train hauled by Coronation Class, 46242 'City of Glasgow' overran signals on a train from Perth to London Euston, striking the rear of a stopped Tring to Euston commuter train at Harrow and Wealdstone station in North London. The ensuing wreckage was then struck by a northbound Liverpool express, hauled by Jubilee Class 45637 'Windward Islands', and recently rebuilt ex-Turbomotive Princess Royal 46202 'Princess Anne', which had only entered service two months earlier. In the chaos that followed, a total of 112 people were killed and 340 were injured, with 46202 obliterated in the accident, the first and only member of the class to be lost in an accident.
The late 50's however began to see the end of these engines as good, reliable diesels began to be introduced to replace them, followed closely by electric traction on the West Coast Mainline out of Euston. In 1961 the first members of the class were withdrawn from service, including 6201, which was placed in store in March 1961, but returned to service in May of that year due to poor diesel reliability.
As more diesels were delivered, in October of the same year 6201 was again placed into storage at Carlisle Kingmoor. However, again in January 1962 6201 was returned to traffic to cover for diesel failures and continued to work until September 1962 where it was once again placed into storage. It was subsequently withdrawn by BR in October 1962 and purchased by Roger Bell. The last of the locomotives to be withdrawn was class premier and original prototype number 62000 'The Princess Royal', which was withdrawn in November 1962 and subsequently scrapped. In all, only two locomotives were preserved, number 6203 'Princess Margaret Rose' and 6201 'Princess Elizabeth'.
Eurofighter Typhoon T.1 (reg. 30+04, c/n GT0004 of the German Air Force.der deutschen Luftwaffe (Bundeswehr)
Air Force: More: Germany - Air Force
Aircraft: More: Eurofighter EF-2000 Typhoon T.1
Registration: 30+04 (cn GT0004)
Location: RAF Waddington,Lincolnshire,England,UK
Photo Date: 05.07.14
Photographer: Tony Gartshore @ RAF Waddington
Eurofighter Typhoon is the world’s most advanced swing-role combat aircraft providing simultaneously deployable Air-to-Air and Air-to-Surface capabilities.
It is in service with 6 customers across 20 operational units and has been ordered by a seventh. The aircraft has demonstrated, and continues to demonstrate, high reliability across the globe in all climates. It has been combat proven during operations in Libya.
Features of the aircraft Max speed - mach 2.0
Thrust - 90 kN from each of the two Eurojet EJ200 engines
Max altitude - Above 55,000 ft
Length - 15.96 m
Span - 10.95 m
Eurofighter Typhoon delivers an enviable level of flexibility and efficiency. Only Eurofighter Typhoon possesses both adequate weapon availability (up to 6 bombs whilst also carrying six missiles, a cannon and a targeting pod) and sufficient processing power to simultaneously support missile in-flight updates and bomb in-flight targeting. True swing-role capability.
Aircraft diagram
The aircraft is designed to be upgraded and extended to provide decades of effective use. Combining a proven, agile airframe built from stealth materials with the latest sensor, control and weapons systems delivers the optimum combat capability – both beyond visual range (BVR) and in close combat.
The weapons systems, navigation technologies and control infrastructure are all designed to be upgraded, to continue to enhance the overall performance of the aircraft.
The Airframe
Plane Aircraft
The aircraft is built with advanced composite materials to deliver a low radar profile and strong airframe. Only 15% of the aircraft’s surface is metal, delivering stealth operation and protection from radar-based systems. Pilots were included in design from the earliest stages to develop a deliberately unstable airframe that can still be flown effectively. This delivers both superior manoeuvrability at subsonic speeds and efficient supersonic capability to support the widest range of combat scenarios.
Eurofighter Typhoon specifications
Max speed Mach 2.0
Thrust 90kN from each of the two Eurojet EJ200 turbojets
Length 15.96M
Max altitude Above 55,000FT
Wingspan 10.95M
The Materials
Carbon Fibre Composites
Aluminium Lithium
Titanium
Glass Reinforced Plastic
Aluminium Casting
Aluminium Titanium
Strong, lightweight composite materials were key to the design of Eurofighter Typhoon to give it deliberate instability. Using them means the weight of the airframe is 30% less than for traditional materials, boosting the range and performance as well as reducing the radar signature.
General Materials Carbon Fibre Composites 70%
Metals 15%
Glass Reinforced Plastics (GRP) 12%
Other Materials 3%
Production
Ultrasound materials
Eurofighter Typhoon foreplane
The innovative production techniques developed for Eurofighter Typhoon have created a whole new industry for the most effective use of advanced composite materials. These provide greater tensile strength and more aerodynamic performance with less weight and more reliability than traditional materials.
The Eurojet EJ200 engine
Developing leading-edge engine technology has been a key part of the Eurofighter Typhoon project from the start. Four global companies have jointly developed the high performance EJ200 power plants that each provide 90kN of thrust from a small lightweight engine with high strength and high temperature capability.
The two-spool design with single-stage turbines drives the three-stage fan and five-stage HP compressor with annular combustion with vaporising burners. This allows Eurofighter Typhoon to cruise at supersonic speeds without the use of reheat for extended periods. The engines deliver 1,000 flying hours without needing unscheduled maintenance through the use of advanced integrated Health Monitoring for class-leading reliability, maintainability and Through Life Cost.
Did you know?
After a 1,400 hour flight simulation, the Eurojet engine produces the same operating performance as a brand new engine.
Sensor fusion is key to Eurofighter Typhoon's effective infrared sensor
Eurofighter Typhoon is at the forefront of sensor fusion technology and the sensor suite continues to be upgraded to deliver enhanced detection and decision-making. Combining the data from key sensors gives the pilot an autonomous ability to rapidly assess the overall tactical situation and respond efficiently to identified threats.
Infrared Search and Track (IRST)
The PIRATE infrared sensor provides passive Air-to-Air target detection and tracking performance in the IRST mode for covert tracking and Air-to-Surface operations in the Forward Looking Infrared (FLIR) mode.
Graphic Radar
The Captor-M mechanically scanned radar is a best-in-class radar, offering an extensive suite of modes to meet customers’ operational requirements, as well as providing a very competitive field of regard.
Captor-E is the future primary sensor on Eurofighter Typhoon and has a full suite of Air-to-Air and Air-to-Surface modes. The capacious front fuselage of the Eurofighter Typhoon allows the installation of Captor-E’s optimised array whose Field of Regard is some 50 per cent wider than traditional fixed plate systems.
This wide field of regard offers significant benefits in both Air-to-Air and Air-to-Surface engagements and given the large power and aperture available provides the pilot with much enhanced angular coverage compared to fixed plate systems.
Air-to-Air Features
Air-to-air features
•Search Modes - Range While Search (RWS), Velocity Search (VS) and multiple target Track While Scan (TWS)
•Lock-Follow Modes, which are tailored for long range tracking and short range tracking for use in visual identification or gun attacks
•Air Combat Acquisition Modes allowing a choice of boresight, vertical scan HUD field of view or slaved acquisition
Air-to-Surface Features
Air-to-surface features
•Search Modes - Ground Map, High Resolution Map, Ground Moving Target Identification and Sea Surface Search and Track While Scan
•Track Modes - Fixed Target Track and Moving Target Track
•Air-to-Surface Ranging
Throughout the design of the Eurofighter Typhoon, the needs of the single seat pilot have been paramount. This has meant high levels of attention to the control and information interfaces throughout the unique glass cockpit, from the head-up, head-down and head-out systems to all-round vision. High workload situations were analysed to establish information priorities and automate tasks.
The advanced cockpit design and layout is based on an extensive series of formal assessments in a rapid prototype facility, undertaken by operational pilots from air forces flying the Eurofighter Typhoon. Using and upgrading the advanced digital technology not only enhances operation and survivability, but also simplifies aircraft maintenance.
Other features such as Direct Voice Input (DVI) and Hands On Throttle And Stick (HOTAS) control functions have been implemented on the Eurofighter Typhoon to drastically reduce the pilot’s workload. Voice + Throttle And Stick (VTAS) enables single pilot operations even in the most demanding Air-to-Air, Air-to-Surface and swing-role missions.
Head up Display (HUD)
The Eurofighter Typhoon’s wide angle head up display (HUD) provides the pilot with stable, accurate, high integrity, low latency eyes-out guidance in a compact package. The fully digital HUD offers high performance that is compatible with night vision and laser protection goggles.
Head down display systems (MHDD)
Three full colour multi-function head down displays (MHDD) are used for the overall tactical situation, presenting the attack situation, attack formats, map displays and air traffic procedures, in addition to system status and checklists.
Helmet mounted symbology system (HMSS)
Eurofighter Typhoon utilises a unique Helmet Mounted Symbology System (HMSS), alongside six other pilot display surfaces. HMSS provides flight reference and weapon data aiming through the visor. It is fully compatible with night vision aids using light intensification and Forward Looking Infrared (FLIR) imagery. It offers pilots a significant competitive advantage.
The helmet is composed of an outer helmet, inner helmet, optics blast/display visor, oxygen mask, night vision enhancement camera and head position tracking system.
Navigation sensors
Hands on throttle and stick (HOTAS) controls
The latest sensor technology supports automated and inherently covert operation down to 100ft. Eurofighter Typhoon’s navigation aids include a global positioning system (GPS) for full digital interface with individual satellite tracking channels and improved anti-jam capabilities. The package also includes an inertial navigation system with GPS. In addition, the navigation system features integrated lateral cueing and vertical commands, ensuring safe manoeuvre with 3D situational awareness.
Flight Control
The flight control system (FCS) is a full authority and quadruplex digital system which allows carefree handling and manoeuvring in all situations. Its intuitive operation is designed to enable the pilot to concentrate on the tactical tasks and to fly the aircraft 'head-up' in combination with the HOTAS (Hand-on-Throttle-and-Stick) concept applied to cockpit design. Automated Emergency recovery features have also been embodied in the system design to ensure maximum safety of operation.
Multifunctional Information Distribution System (MIDS)
Eurofighter cockpit MIDS
The Multifunctional Information Distribution System (MIDS)
The MIDS high capacity digital information distribution system allows secure exchange of real-time data between a wide variety of users, including all the components of a tactical air force and, where appropriate, land and naval forces.
Defensive Aids Sub System (DASS)
The DASS suite comprises wingtip Electronic Support Measures and Electronic Counter Measures pods (ESM/ECM), missile warners, chaff and flare dispenser and an optional laser warner.
Upgrades in computing power will support continuous protection from future threats, to enhance Eurofighter Typhoon’s survivability and greatly increase overall mission effectiveness.
Eurofighter Weapons system
Supporting multiple weapon configurations
As well as Short Range Air-to-Air Missiles (SRAAM’s) and the 27mm Mauser Canon the Eurofighter Typhoon carries the latest beyond-visual-range (BVR) Air-to-Air missile technology. Soon the METEOR advanced long-range missile will provide the largest No Escape Zone of any Air-to-Air weapon, resulting in a long stand-off range and high probability of interception to ensure air superiority and pilot survivability. Guidance is provided by an active radar seeker with mid-course updates via data link.
The Laser Designator Pod (LDP) enables precise location of targets and guidance of Air-to-Surface weapons.
Eurofighter Typhoon has also been upgraded with Paveway IV to provide high levels of operational flexibility. The combat proven dual-mode guidance system, coupled with height of burst and penetrating capability, enable the decision of target engagement to be made right up to the point of release.
Eurofighter Typhoon will see the constant integration of new, smart weapons in accordance with the demands of current and future customers.
Storm Shadow, Taurus, Small Diametre Bombs, Brimstone, Anti-Shipping Missiles are just some of the upgrades planned.
Multiple Weapons
Eurofighter Typhoon can remain on task for long periods of time with large, flexible weapons loads including METEOR, AMRAAM, ASRAAM or IRIS-T
Multiple Weapons
Eurofighter Typhoon can carry a vast range of Air-to-Surface weapons, including the new Storm Shadow conventionally armed stand-off missile, the Brimstone anti-armour weapon and future Precision Guided Weapons
Life Support Systems
Fully equipped pilot
A fully equipped pilot before a flight , The Life Support System & Aircrew Equipment Assembly (AEA) is unique to Eurofighter Typhoon and includes full-cover anti-G trousers (FCAGT), a chest counter-pressure garment (CCPG) and a liquid conditioning garment, as well as nuclear, biological, and chemical (NBC) protection.
The helmet incorporates the latest Helmet Mounted Symbology System (HMSS) and optical protection. For pilot comfort and optimum performance capability, Eurofighter Typhoon uses computer controlled anti-G and breathing support technology.
Ejection Seat
The Mk 16A ejection seat on the Eurofighter Typhoon is 30% lighter than equivalent ejection seats. This is achieved by combining the twin ejection gun outer cylinder tubes as both the propulsion system and the seat’s primary structure. The narrow head box also contributes to Eurofighter Typhoon’s excellent rear vision.
The seat integrates an on-board oxygen generation system (OBOGS) and communication systems. The simplified combined harness allows unassisted strap-in, and the passive leg restraint system avoids the need for the pilot to wear restraining garters. A second generation electronic sequencer is also incorporated. Reliability and maintainability are key elements of the design, with full access to in-cockpit components.
Cockpit Access
Eurofighter pilot entering cockpit
A pilot entering the Eurofighter Typhoon cockpit Normal access to the cockpit is through either a telescopic integral ladder or an external version. The integral ladder is stowed in the port side of the fuselage below the cockpit.
Fuel system - Forward transfer tank
Throughout the aircraft flexible couplings connect the fuel pipework built into the three main fuselage sections and wings. These provide a simple method to connect the fuel tanks, which all have fuel-flow proportioners to maintain the centre of gravity alongside relief valves to maintain air and fuel pressures. The intelligent computer-controlled fuel system ensures long-range, flexibility and safety.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
Le HSBC PARIS SEVENS (8 au 10 juin 2018 au Stade Jean-Bouin) a officiellement été lancé aujourd’hui à Paris à la Région Île-de-France.
A cette occasion les 16 capitaines hommes et 12 capitaines femmes des équipes participantes au tournoi ont pris la pose autour du trophée de la compétition dans les jardins du Musée Rodin, Paris (Crédit Photo : I.PICAREL/FFR). Ils ont ensuite rejoint les locaux de la Région Île-de-France, partenaire de cette étape parisienne, situés dans le 7ème arrondissement.
Le HSBC Paris Sevens
Ultime étape du circuit mondial de rugby à 7, le HSBC Paris Sevens se déroulera au stade Jean-Bouin à Paris, du vendredi 8 au dimanche 10 juin 2018. Tournoi mixte pour la première fois de son histoire, le HSBC Paris Sevens 2018 accueille les meilleures équipes masculines et féminines du monde.
Avec 79 matches entre 28 équipes en 3 jours, le spectacle sera non-stop sur la pelouse du Stade Jean-Bouin. Dernier tournoi de la saison, les titres des circuits mondiaux masculin et féminin se joueront donc au HSBC Paris Sevens. Les tribunes et le Village des Supporteurs seront également en ébullition pendant 3 jours, avec de nombreuses animations « CRAZY RUGBY » qui seront proposées à tous les spectateurs !
Le programme :
• Vendredi 8 juin de 14h à 21h40 > tournoi Féminin (ouverture des portes au public à 13h30)
• Samedi 9 juin de 9h à 23h > tournoi mixte (ouverture des portes au public à 8h30)
• Dimanche 10 juin de 8h45 à 19h40 > phases finales féminines et masculines (ouverture des portes au public à 8h15)
Le World Rugby Sevens Series 2017-2018 est la 19e édition de la compétition la plus importante du monde de rugby à sept. Elle se déroule du 1er décembre 2017 au 10 juin 2018. L'Afrique du Sud est tenante du titre et l'Espagne est l'équipe promue de la saison.
Au mois d'avril se déroulent les Jeux du Commonwealth 2018 où dix équipes des World Rugby Sevens Series participent. La compétition enchaine ensuite avec la Coupe du monde de rugby à sept en juillet 2018.
Chaque étape est un tournoi se déroulant sur deux ou trois jours, entre le vendredi et le dimanche. À chaque étape est convié une équipe qui ne possède pas le statut d'équipe permanente, portant le nombre total d'équipes à seize.
En fonction du résultat du tournoi précédent, ou du classement de la saison passée pour le premier tournoi de la saison à Dubaï, les équipes sont réparties en chapeaux avant tirage au sort pour former quatre poules de quatre équipes. Chaque équipe joue les trois autres membres de sa poule et un classement est établi, tout d'abord sur le nombre de points (victoire 3 points, nul 2 points, défaite 1 point) puis sur le goal-average général. Les deux premiers de chaque poule passent en quart de finale de la Cup ou tournoi principal et les deux derniers passent en quart de finale du Challenge Trophy. Les équipes vaincues en quart de finale sont alors reversées en demi-finales de classement, respectivement pour la cinquième et treizième place. Les équipes battues en demi-finales ne disputent pas de petite finale de classement et remportent le même nombre de point, sauf pour les équipes battues en demi finales de Cup qui disputeront un dernier match de classement pour la troisième place.
Chaque rencontre, y compris la finale depuis l'édition 2016-2017, se dispute en deux fois sept minutes.
Créée en 2016, l’étape parisienne de rugby à 7 rassemble, de ce vendredi à dimanche, les meilleures nations mondiales pour décider du vainqueur du circuit mondial. Une belle vitrine pour la discipline dans un pays qui ne jure que par le XV.
Dixième étape de la saison, le Paris Sevens clôture ce week-end le circuit mondial de rugby à 7, réunissant les 16 meilleures nations du monde aux quatre coins de la planète. De vendredi à dimanche, dans l’enceinte du Stade Jean Bouin, les équipes masculines feront le spectacle à travers une discipline méconnue en France mais très appréciée dans de nombreux pays. Et, pour la première fois cette année, les équipes féminines ouvriront les festivités.
Une véritable fête du rugby à 7, discipline olympique depuis 2016 et en plein boom grâce à la vitrine que lui ont offert offert les Jeux de Rio. Chez les hommes, outre les nations majeures de l’Ovale comme la Nouvelle-Zélande, l’Australie, l’Angleterre ou les Fidji, le Kenya, le Canada ou encore l’Espagne font leur trou et voient dans cette discipline une chance de développer un sport mineur dans leur pays. Chez les femmes, la Chine, le Japon ou la Russie figurent dans le top 12.
Le crazy rugby à la fête
Créée en 2016, l’étape parisienne est également l’occasion pour la France de développer la discipline dans un pays qui ne jure que par le XV. «Nous sommes fiers de soutenir financièrement ce tournoi et de permettre qu’il existe», a tenu à rappeler le vice-président de la région Île-de-France, Patrick Karam. Et de poursuivre. «La région est également présente dans la sensibilisation. Vendredi, 360 lycéens pourront découvrir la discipline grâce à de nombreuses animations. Il est important pour nous de tout faire pour développer cette pratique, en vue de Paris 2024», a-t-il poursuivi, alors que la conférence de presse de présentation se tenait dans les locaux de la région, dans le 7e arrondissement parisien.
Dernière étape de la saison, le tournoi parisien représente en tout cas une belle vitrine pour la discipline, dans une ville au rayonnement mondial. «C’est formidable de pouvoir clôturer la saison dans une ville aussi magnifique, chez un hôte comme la France», ajoute de son côté Douglas Langley, directeur du tournoi et membre de World Rugby. «Nous nous réjouissons d’avance de ce week-end de ‘crazy rugby’», conclut-il. Et c’est bien là l’atout majeur de la discipline. Spectaculaire, chaque rencontre offre de nombreux essais et des sprints permanents.
Les Bleues veulent briller
Le public parisien, qui vient en nombre à chaque édition, est adepte de cette discipline. Le Stade Jean Bouin était plein en 2016 et 2017, et l’édition 2018, même s’il reste encore des places à vendre, ne dérogera certainement pas à la règle. Pourtant, ce ne sont pas les résultats des Bleus qui font venir les supporters. Malgré une 3e place en 2016, et une 5e en 2017, l’équipe masculine connaît une saison compliquée. 12e sur 16 au classement, les Bleus n’ont pas fait mieux que 7e cette année lors des neuf précédents tournois du circuit.
«Même si nos chances sont moindres, on rentre dans ce tournoi pour le gagner, et on a la chance d’avoir le soutien du public avec nous», déclare Manoël Dall’igna, capitaine de France 7. «Ces deux dernières années on a eu des supers résultats ici et on compte sur le 8e homme pour faire aussi bien», termine-t-il. Cette période de creux, due en partie à de nombreux départs en retraite en 2016, ne touche pas les féminines. 3e du circuit mondial, les coéquipières de Fanny Horta visent le podium à Paris. «On a reçu beaucoup de messages de soutien de la jeune génération, et on veut vraiment profiter de ce soutien pour garder la dynamique de la saison et faire un nouveau podium», confie la capitaine.
Mises en valeur ce week-end, les Bleues représentent «la véritable locomotive du 7 en France avec une très belle réussite sportive», estime Christophe Reigt, manager des équipes de France à 7. Suffisant pour développer la discipline en France ? Quoiqu’il en soit, avec cette étape parisienne, la Fédération se démène pour populariser le 7 dans l’Hexagone, avec un objectif majeur en ligne de mire : les Jeux olympiques de Paris en 2024.
The HSBC World Rugby Sevens Series 2018 Awards in Paris brought a fitting end to an enthralling season which saw South Africa and Australia crowned men’s and women’s series champions respectively.
It’s been one of the most competitive seasons on record as both the women’s and men’s series were decided by just two-point differences.
South Africa fought an incredible battle with Fiji in the men’s series to retain their title with victory at the final round in Paris, while Olympic champions Australia won their second overall title ahead of rivals New Zealand on the women’s series after reaching the podium at every one of the five rounds.
The end of season awards provided a chance to celebrate the men’s and women’s sevens players, coaches and teams that are the stars, ambassadors and role models of the sport.
World Rugby Chairman Bill Beaumont said: “It has been another tremendous year for the HSBC World Rugby Sevens Series, which continues to go from strength to strength.
“I hugely admire the skill and physicality of rugby sevens and thank the players for their outstanding commitment which makes the series such a success. It is great to see the series capturing the imagination on and off the field with year-on-year increases in attendances, broadcast and fan-engagement figures, and that is a great testament to the players, coaches, host unions and everyone involved with the events.
“Rugby sevens took a quantum leap when it joined the Olympic programme in 2016 and now we look forward to a Rugby World Cup Sevens in San Francisco in just 40 days time in an iconic city and a market with great potential. It promises to be a thrilling and spectacular event.”
the workload. It is a blessing for me to be standing here.”
Rookies of the Year
Eroni Sau is the second Fijian to be named Rookie of the Year for the men’s series after being a clear winner in the fan vote ahead of his compatriot Alosio Naduva and Australia’s Ben O’Donnell. The 28-year-old featured in all 10 rounds in his debut season, using his powerful physique to score 37 tries.
France’s Coralie Bertrand, meanwhile, claimed the women’s accolade, having featured in all five rounds and helped Les Bleues enjoy their best season, reaching a first-ever Cup final in Kitakyushu and semi-finals in Langford and Paris to clinch the series bronze medal.
Fair Play Award
This award, selected by the match officials, recognises the teams who showcase rugby’s values of integrity, passion, solidarity, discipline and respect. Japan were awarded the women’s accolade after an event that saw them lose their core team status on the series, with Kenya the men’s recipients following an exciting season which saw them reach the final in both Vancouver and Hong Kong.
Roche’s kick with the final play of the match against England to snatch the bronze medal for invitational team Ireland at the HSBC London Sevens was a clear winner of the men’s award, beating Fijian Alosio Naduva’s last-gasp winning try against Australia in the Singapore Cup final and Matias Osadczuk’s break and calm head to send Renzo Barbier over for the winning try in Argentina’s Cup semi-final against South Africa in Las Vegas.
Capgemini Coach of the Series
Another inaugural category, selected by the series’ global innovation partner Capgemini, was won by New Zealand women’s coach Alan Bunting after successive victories in the last three rounds of the series in Japan, Canada and France as well as the Commonwealth Games title in April.
South Africa coach Neil Powell, who guided the Blitzboks to retaining their series title, picked up the men’s coach of the series award and paid tribute to his victorious team: “The mental focus and composure they showed was fantastic, all credit to the boys for believing in their success. We had everything to play for and the team did an incredible job, not just today but over the whole season.
“I also want to congratulate Fiji on an amazing season, they were phenomenal.”
DHL Impact Player
The race to be named DHL Impact Player of the Year in both the men’s and women’s series went right down to the final matches. In total 16 players from 12 nations won tournament awards during this season’s series.
New Zealand’s Michaela Blyde was delighted to win the women’s award: “This is pretty special. I’m shocked and truly grateful. I put this down to my teammates who create the opportunities for me and I thank them.”
La Fédération française de rugby organise, du 8 au 10 juin au stade Jean-Bouin, à Paris 16e, un tournoi international de rugby à 7 masculin et féminin, étape du HSBC World Rugby Sevens Series.
Cette manifestation sportive, soutenue par la Région à hauteur de 170.000€, va rassembler 28 équipes internationales, qui s'affronteront au cours de 45 matchs masculins et 34 matchs féminins.
Le public pourra découvrir à cette occasion, jusque dans sa pratique féminine, une discipline largement méconnue.
Quant au stade Jean-Bouin, qui est l'un des sites retenus pour les JO Paris 2024, il pourra mettre en avant sa capacité d’accueil de 20.000 spectateurs.
Ce tournoi constituant la 10e et dernière étape du circuit mondial, il s'achèvera avec la remise des titres de champion et championne du monde de rugby à 7.
En soutenant l'organisation de tels grands événements sportifs franciliens, la Région Île-de-France renforce chaque fois un peu plus l'attractivité de ses territoires tout en assurant son rayonnement à l'échelle internationale.
Le titre HSBC World Rugby Sevens Series a été décidé de façon spectaculaire après que l'Afrique du Sud a battu l'Angleterre 24-14 en finale du HSBC Paris Sevens pour décrocher la médaille d'or et conserver son titre de série.
Au cours d'une des années les plus compétitives de l'histoire de la série, le titre est allé jusqu'au tout dernier match puisque l'Afrique du Sud avait besoin d'une victoire en tournoi pour dépasser les Fidji dans le classement de la série.
L'Afrique du Sud a terminé la série en tête avec 182 points, suivie des Fidji qui ont remporté l'argent avec 180 points et la Nouvelle-Zélande avec 150 points après avoir remporté la médaille de bronze à Paris avec une victoire de 38-5 contre le Canada dans la troisième place
Les champions de la série de l'année dernière, l'Afrique du Sud, ont devancé l'Espagne 15-10 en quart de finale avec un essai à la cinquième minute de Justin Deguld, après que les pointages aient été 10-10 à la fin du temps réglementaire. Les Blitzboks sud-africains ont ensuite trouvé leur rythme en demi-finale avec une victoire complète de 24-12 contre la Nouvelle-Zélande grâce à deux essais de l'impressionnant Dewald Human, 23 ans, qui a fait ses débuts il y a deux mois à Hong Kong .
Humain était de nouveau en forme de but en finale et était ravi d'être élu Joueur de la Finale: "Ca a été une expérience fantastique ici à Paris, je me suis appuyé sur moi et j'ai apprécié chaque minute sur le terrain. sommes très heureux de la victoire. "
Le capitaine de l'équipe sud-africaine, Philip Snyman, a ajouté: "Nous voulions aller jouer au rugby et nous concentrer sur ce que nous pouvions contrôler: les gars ont joué un rugby phénoménal et ont fait honneur à l'équipe. C'est un sentiment incroyable de représenter un pays si merveilleux et les gens de chez nous n'ont jamais cessé de croire en nous et de nous soutenir. "
Fidjiens ont raté l'occasion de remporter le titre plus tôt dans la journée alors qu'ils ont été vaincus 19-17 par une équipe d'Angleterre pleine d'entrain dans un quart de finale à couper le souffle. Le capitaine de l'équipe d'Angleterre, Tom Mitchell, a complété un mouvement de 26 passes pour marquer dans les dernières secondes du match et mettre un terme à la récente domination des Fidji qui les avait vaincus lors des quatre dernières manches de la série.
Les Fidjiens se sont rétablis pour battre l'Irlande 38-5 et les États-Unis 28-7 pour terminer cinquième à Paris et mettre la pression sur l'Afrique du Sud pour la finale mais finalement ce n'était pas suffisant et les Fidjiens ont été obligés de se contenter des dix tours.
L'Angleterre a produit une autre performance puissante en demi-finale avec une victoire convaincante de 26-12 contre le Canada pour atteindre sa première finale de la série 2017-18, mais ils ont été incapables de faire face aux Blitzboks en finale alors que les hommes d'Afrique du Sud couraient vainqueurs devant une foule parisienne bruyante.
Équipe Invitational L'Irlande a battu 19-5 du quart en quarts de finale, mais après sa médaille de bronze à Londres la semaine dernière, les Irlandais se sont montrés assez prometteurs au cours des deux derniers tours un brillant avenir dans le rugby à sept.
L'Argentine a remporté le Challenge Trophy, décerné à l'équipe terminant en neuvième position, après avoir vaincu le Pays de Galles 33-26.
Toute l'attention se tourne maintenant vers la Coupe du monde de rugby à sept 2018 à San Francisco du 20 au 22 juillet, où 24 équipes masculines et 16 équipes féminines s'affronteront pour devenir championnes du monde au cours de trois journées d'action excitantes.
1. L'AFRIQUE DU SUD : UN TOURNOI À L'IMAGE DE LEUR SAISON
« C'est un tournoi à l'image de leur saison. L'Afrique du Sud gagne le premier tournoi et se retrouve à des moments compliqués. A Paris, elle était en délicatesse en poule, perd contre l'Ecosse (12-14), se met en danger contre l'Espagne en quart de finale (15-10 dans les prolongations, ndlr). Ce n'était pas évident car l'équipe avait dans un coin de la tête que c'était fini par rapport à la saison. Et derrière ça, ils arrivent à se remobiliser après la défaite des Fidji. La défense, c'est la clé des Sud-Africains avec 85% de plaquages réussis et surtout un trio qui a été magique avec Philip Snyman, Ruhan Neil et Werner Kok : 60 plaquages à eux trois. Ce sont les joueurs qui ont été majeurs sur l'ensemble du tournoi. Ils ont un jeu de passes assez nul : 172 passes en six matches, soit 28 en moyenne par match (le Canada en a 307 en six matches, soit 51 en moyenne par rencontre, ndlr). »
2. LES FIDJI À DEUX POINTS DU LEADER
« Ils manquent un peu le tournoi. Ils avaient la possibilité de passer, mais ils ont laissé beaucoup d'énergie dans la poule. La défaite contre le Kenya (19-22) leur fait du mal, ils ont du faire un match plein face à la Nouvelle-Zélande. Ils sont plutôt adeptes à gérer les phases de poule et à accélérer sur les play-offs, donc c'était un peu dur pour eux de retrouver l'énergie nécessaire et de trouver en quart de finale une équipe anglaise qui a été assez incroyable sur la possession de balle. Malgré leur 5e place à Paris, les Fidji ont le titre qui leur passe sous le nez par pas grand chose (deux points derrière l'Afrique du Sud, ndlr).
« Il y a eu de grosses lacunes sur les coups d'envoi : 16% des coups d'envoi récupérés, ce qui est très faible quand on connait la capacité des Fidji (22% en moyenne sur la saison, ndlr). Et alors qu'ils sont les maîtres à jouer dans les turnovers, là ils n'ont récupéré que cinq ballons dans le tournoi de Paris (et en ont perdu six, ndlr). En comparaison, l'Afrique du Sud en a récupéré 14. Les Fidjiens sont très forts sur la récupération de ballon, mais les équipes adverses ont été assez lucides et leur ont donné que peu de ballons. Du coup, les Fidjiens n'avaient pas beaucoup de munitions pour scorer car les équipes en face ont su s'adapter. »
3. L'ANGLETERRE, TOUJOURS PRÉSENTE DANS LES GRANDS MOMENTS
« L'Angleterre fait un très bon tournoi. Sans être exceptionnels, ils ont réussi à passer la phase de poule. Derrière, ils font un exploit contre les Fidji (17-19 en quart de finale, ndlr), puis une défaite en finale contre l'Afrique du Sud 14-24). Ils doivent leur tournoi grâce à un réalisme incroyable : 20 possessions de balle sur 23 dans les 22 mètres ; 87% de réalisme dans les 22 m adverses. Norton, Bibby, Mitchell ont su actionner le jeu anglais. Défensivement, Harry Glover a été l'un des meilleurs joueurs du tournoi. Il n'a que 20 ans et est en train d'exploser et de devenir un joueur majeur sur le système anglais (22 plaquages). Il a supporté l'équipe d'Angleterre sur ce tournoi.
« Ils sont toujours là dans les grands moments : finaliste aux JO, médaille de bronze aux Commonwealth... Ils étaient 9e mondial et ils terminent à la 5e place du classement mondial, sur le fil, à un point de l'Australie (à un point d'écart). Le prochain objectif c'est la Coupe du Monde et en 2019 la quatrième place. Leur saison est parfaitement maîtrisée du point de vue gestion, même s'ils n'ont pas démarré très fort. »
4. L'IRLANDE A SA PLACE SUR LE WORLD SERIES
« Encore une fois elle a montré ses capacités de performance sur le World Series. Elle a été pragmatique. Le rugby à 7, c'est de l'endurance et du cardio. Ils montrent des atouts dignes d'un top 3 du Worl Series. Ils font plus de points que la Russie en deux tournois et sont 15e au classement, juste derrière le Pays de Galles. Défensivement ils sont en tête du classement et Harry McNulty est leur leader défensif (18 plaquages).
« Ils n'ont pas fait le World series en entier, mais c'est une équipe qui est très rigoureuse défensivement. Ils ont étouffé en phase de poule (14-5 sur l'Espagne, 19-19 sur le Pays de Galles et 24-14 sur l'Australie, ndlr). Et même en changeant cinq joueurs de l'effectif initial, ils arrivent toujours à être au haut niveau et à passer le cap et à être performant. L'Irlande a fait une très grosse performance à Paris et sera très dangereuse à la Coupe du Monde.
« Leur objectif numéro 1, c'est l'Europe Series ; le Paris Sevens n'était pas ciblé et pourtant ils y arrivent. Ils battent tout le monde en poule. »
5. L'ESPAGNE : DANGER EN DEVENIR
« Ils gagnent l'Australie (17-10), puis le Pays de Galles (21-14) et font surtout un match monumental contre l'Afrique du Sud en quart de finale où ils perdent à la dernière seconde (15-10). Ils ont encore fait une très belle saison, malgré le manque de réalisme : 45% de réalisme, elle score 10 fois sur 22 (45%). C'est dire tout le potentiel offensif qu'elle a !
« C'est une équipe qui a beaucoup le ballon. Le jour où elle va être efficace offensivement, elle va être dangereuse. »
6. LE CANADA A RÉUSSI À PASSER LE CUT DES DEMI-FINALES
« Le Canada s'est qualifié encore une fois en demi-finale sur le World Series où elle s'incline 26-12 face à l'Angleterre. C'est une quatrième place au Paris Sevens après avoir été impressionnante en phase de poule. Elle n'a eu que 11 pénalités dans le tournoi. Elle a une justesse technique incroyable avec seulement 12 fautes de main sur l'ensemble du tournoi, soit deux par match, ce qui est très propre.
« C'est un jeu de quinziste. Le Canada fonctionne en mode quinziste, mais score derrière. Hirayama a été le meilleur joueur en offload, Douglas a cassé la ligne huit fois, Connor Braid ballon porté... « Le Canada a réussi à passer ce cut pour les demi-finales. »
7. LA FRANCE EN PANNE
« Elle avait réussi à réunir son effectif au complet malgré la blessure de Manoël Dall'Igna. Elle attendait depuis longtemps le tournoi de Paris. Au premier jour, elle est à sa place et a du mal à performer face à l'Angleterre (21-28), aux USA 12-26) et à l'Argentine 28-26) qui sont au-dessus. Elle a réussi à débloquer son compteur de victoires en battant l'Argentine.
« Elle a montré beaucoup de faiblesse défensive, avec 5,4 plaquages manqués par match, contre 3,4 pour l'Espagne. C'est le chantier numéro un pour que la France puisse repasser en Cup.
« En attaque, elle est efficace, même si le point noir est le coup d'envoi : trois manqués contre le Pays de Galles. Quand on n'a pas les ballons en conquête, c'est très compliqué de pouvoir rivaliser. C'est l'équipe qui a été le plus pénalisée du tournoi : 18 pénalités.
« Malgré tout, l'équipe de France a réussi à contenir et n'a pas pris 40-0 comme sur d'autres tournois. La ferveur populaire a permis à la France de rester concentrée à chaque match. Elle a joué avec ses armes et s'est faite contrer par meilleur que soit. »
Hull Paragon SB controls a compact, but busy, geographical area covering the Hull Paragon station area by means of an NX Panel with indications being shown on a conventional box diagram.
Of the three junctions forming the triangular layout on the left of the box diagram, Hull Paragon SB controls only the Up & Down Main Lines and Up & Down Scarborough Branch convergence outside the box at the station throat.
The other 2 junctions - Anlaby Road Junction from the Selby direction, and West Parade North Junction from the Scarborough direction - are controlled by Hessle Road SB, to which Hull Paragon SB has 2 fringes worked under TCB Regulations.
Since I took this photo in January 2024 (in connection with a secondment I was on at the time), Platform 1 has been brought back into use at Hull Paragon station. This means Hull Paragon SB is responsible for the 7 platforms in the station, numerous stabling sidings, and rail access to and from Northern's Hull Botanic Gardens Depot.
Train Operators using all of these facilities are Northern, TransPennine Express and Hull Trains. LNER also run a couple of services to and from Hull each day, but the stock does not stable here.
It will be noted that for a signalling location responsible for an important regional terminus, Hull Paragon SB is lacking in some of the equipment you might expect to see, such as Train Describer (TD) equipment. Indeed, trains are passed on between Hull Paragon and Hessle Road SBs by bell.
The lack of TD equipment causes workload issues for signalling staff as it means information on approaching trains can be hard to come by, hence the signalman's use of a public web application to gain an idea of what is approaching from the Brough direction. Having no TD equipment also means signalmen are reliant on diligent use and annotation of the printed station workings (next to the PC keyboard) for keeping track of which trains are in which platforms, especially during times of service disruption or when set swaps are needed. This is especially important as regards the routing of departing trains, both at Hull itself, but also further on at locations such as Ferriby, Gilberdyke, Selby and Bridlington etc.
My colleagues and I signalling trains at Leeds also rely heavily on annotation of the station workings when various service alterations are required, but have TD equipment to assist.
For a close up of the box diagram, see the link below.
www.flickr.com/photos/194923731@N02/54318651870/in/album-...
For a close up of the NX Panel, see the link below.
www.flickr.com/photos/194923731@N02/54318233351/in/album-...
Porsche 917-001
Chassis 001, assembled in early March 1969, was the first of the twenty-five 917s completed for homologation. This chassis was used for a multitude of events, though never raced. Its workload consisted of testing at the Nürburgring and display duty in places such as the Geneva Motor Show in 1969 or Frankfurt International Auto Show in 1970.
By October 1970, 917-001 was part of the Press Department of Porsche and painted in the now famous Salzburg paint scheme of the 1970 24 Hours of Le Mans winner.
Festival Automobile International 2017, Paris
Khewra Salt Mines is a salt mine located in Khewra, Jhelum District, Punjab in Pakistan, about 160 kilometres from Islamabad and 260 kilometres from Lahore. It attracts up to 40,000 visitors per year and is the second largest salt mine in the world. Situated in the foothills of the Salt Range, the Khewra Salt Mines are the oldest in the South Asia.
Salt has been mined at Khewra since 320 BC, in an underground area of about 110 sq. km. Khewra salt mine has estimated total of 220 million tones of rock salt deposits. The current production from the mine is 325,000 tons salt per annum.
The mine-head buildings have 19 stories, with 11 below ground. Only 50% salt is extracted and 50% is left as pillers to keep the mountain. The salt-mine is 288 meters above sea level and extends around 730 meters inside the mountains from the mine-mouth. The cumulative length of all tunnels is more than 40 km.
Salt occurs in a Pre-Cambrian deposit in the form of an irregular dome like structure. There are seven thick salt seams with a cumulative thickness of about 150 meters. At places the rock salt is 99% pure. Salt is transparent, white, pink, reddish to beef-color red. There are beautiful alternate bands of red and white color salt.
A small Mosque made of salt bricks inside the Khewra salt mines complex
Contents
[hide]
* 1 Discovery of the mine
* 2 Miners Resistance to the British
* 3 West Pakistan Salt Miners Labor Union
* 4 References
* 5 See also
* 6 External links
[edit] Discovery of the mine
It is said that when Alexander visited South Asia, coming across the Jhelum and Mianwali region, Khewra Salt Mines were discovered. The discovery of the mines, however, was not made by Alexander nor his "allies", but by his horse. It is stated that when Alexander's army stopped here for rest, the horses started licking the stones. One of his soldiers took notice of it and when he tasted the rock stone, it was salty thus leading to the discovery of the mines.
Afterwards this mine was wholly purchased by a local Raja and from that era to Independence of Pakistan this mine remained property of locally living Janjua Rajas who were sons of Raja Mal.
They are linked to the nearest place called Malot Fort constructed by Raja Mal Janjua.
[edit] Miners Resistance to the British
In March 1849, the British captured the salt mines and a resistance movement began against the poor conditions and prices imposed upon the miners.[1]
From 1849 - 62 there were strikes which were heavily suppressed and in 1872, new methods of measurement and pricing were introduced which increased workload. Mines were locked so miners couldn't leave without fulfilling their quotas. Men, women and children all worked in the mines and some children were even born in the mines due to the conditions imposed.
Further strikes were carried out by the workers from 1872 - 76. This time, the Chief mine engineer Dr. Warth got Delhi Head Office Collecter H.Wright to bring in British soldiers. 12 of the workers representatives were shot at the front of the mines. Their names were:
* Abdullah
* Mohammad Sardar
* Mohammad Hassan
* Nawab
* Allah Baksh
* Khuda Baksh
* Mohammad Abdulla
* Jawaia
* Paira
* Mohammad Wahid
Their graves are outside the middle gates of the mines.[2]
[edit] West Pakistan Salt Miners Labor Union
More recently the miners won an important environmental case against the mining company for the provison of unpolluted drinking water. [3] This case is internationally recognised as important in showing the relationship between the environment and humanity.[4] [5]
[edit] References
1. ^ jeddojuhd.com/mag_2008/May/15_21_may/08-09_1.jpg Khewras Mine Workers Struggle and May Day, Jeddojehed Magazine, Pakistan Labour Party - accessed 29/08/08
2. ^ jeddojuhd.com/mag_2008/May/15_21_may/08-09_2.jpg Khewras Mine Workers Struggle and May Day, Jeddojehed Magazine, Pakistan Labour Party - accessed 29/08/08
3. ^ General Secretary, West Pakistan Salt Miners Labor Union Khewra, Jhelum v. The Director, Industries and Mineral Development, Punjab, Lahora, Human Rights Case No. 120 of 1993, (1994) S.C.M.R. at 2061.
4. ^ www.unescap.org/drpad/vc/document/compendium/pk1.htm UN Economic and Social Commission for Asia and the Pacific (ESCAP)
5. ^ www.unhchr.ch/environment/bp4.html UNHCR paper on Human Rights and the environment
[edit] See also
Knitted garments and ‘Comforts’ were an important wartime contribution towards kitting out members of the Defence Forces whether they were in the Royal Navy, Royal Air Force (RAF), Army or Auxiliary forces. Invariably, these garments were hand-knitted in wool by countless volunteer knitters throughout Britain who helped ensure their men at war would be wearing those extra ‘comforts’ to make the endurance that bit more bearable. The Women’s Institute (WI) members made an invaluable contribution to the knitted garments and Comforts schemes. Incidentally, many men also partook in knitting for The Forces as knitting amongst men was a more widely practised activity than it is nowadays. In the classic TV series of Dad’s Army, Private (James) Frazer is occasionally seen knitting when in the relaxed company of his fellow Home Guards, which back then was not unusual.
The Royal Naval War Comforts Committee was set up by the Admiralty to coordinate the activities of the numerous voluntary organisations involved in the production and distribution knitted comforts for Royal navy personnel both in Britain and while serving abroad.
Regulation clothing issue was generally considered basic and not the most comfortable. Besides, standard issue may not have included protective wear against harsh weather conditions and ‘comforts’ were seen as filling that gap. Knitted woollen garments for members of the Armed Forces included a range of items such as gloves, socks, scarves, balaclavas, wrist-bands, sweaters, etc that generally were not issued with the regulation uniform.
All knitters were volunteers doing their bit for the war effort and given official recognition by way of certificates and badges (such as this one). There were various schemes for the production of ‘comforts’ geared towards the needs of the different Services and who each issued their own design of badge, for example, the Merchant Navy Comforts Service the RAF Comforts Committee. In all cases, the certificate and badge was awarded to an individual knitter after completion of so many garments whose workload was assessed by the weight of wool knitted (anyone please confirm how many pound weight this was?).
Volunteer knitters used their own needles and were expected to buy their own official booklets containing knitting patterns approved by The Admiralty (on behalf of the Royal Navy, Merchant Navy and Auxiliary naval forces). Wool was supplied by the pound-weight free of charge to the individual households or knitting groups. This distribution of wool was carried out by the ladies of the Women’s Voluntary Services (WVS) who also collected the finished garments and brought them to their local Comforts Service Depots. The Depots then sorted and collated the garments into Comforts Packs for distribution to the naval bases across the country. The RAF and Army had different arrangements whereby the WVS would distribute the packs direct to the men of those Services. The Red Cross also played an important role in the distribution of packs to prisoners-of-war and others abroad. For the Royal Navy and its Auxiliary Fleets, the Comforts Pack comprised of a pair of short socks, pair of sea-stockings (long socks), a pair of gloves, scarf and a sweater. A woollen helmet or balaclava could also be supplied separately.
Knitting wool was sourced and purchased by The Board of Trade according to a set specification and colour (blue-grey & navy blue) and stored at their Depots. Since the beginning of the war, the number of knitted items grew to the extent it had become more difficult to source wool in the quantities required and its cost went up. Funds to purchase the wool came mainly from the Penny-a-Week savings schemes and Comforts Fund collections – all voluntary donations in aid of the War Effort. Some figures quoted in the Hansard Parliamentary report (link below) give an indication of the huge quantities of wool required and its increased rate of usage. As the war progressed and wool was severely rationed, the Royal Naval War Amenities Fund became a signification source of grants that provided funds to purchase wool for the RN Comforts Committees.
Figures stated are the total number of finished garments distributed regardless of type:
Feb 1 1940 – 31 Jan 1941 – 152,737
Feb 1 1941 – 31 Jan 1942 – 392,191
Feb 1 1942 – Jan 31 1943 – 599,246
.
When the Comforts knitting scheme started up at the beginning of the War they were very much ad-hoc with individual women and households knitting garments to supply their own men away at war. The schemes were quickly integrated into the general Home Front organisation and their potential harnesses by the various wartime authorities to ensure more efficient supply, quality and upkeep of morale. The official line was generally that the ‘individual’s reward was the satisfaction in knowing the men’s appreciation’. Anyone who could knit were encouraged to join a knitting group, officially known as ‘parties, a word used to engender a greater feeling of solidarity. By April 1943, there were between 6,000 and 7,000 knitting ‘parties’ across Britain (see Hansard link below).
.
References:
hansard.millbanksystems.com/lords/1943/aug/03/merchant-na... (Parliamentry proposal to extent clothing coupon scheme to cover knitted comforts for the Merchant Navy. Aim is to ensure fairer and more efficient distribution of Comforts packs and eliminate possible abuses but the order was withdrawn. Give an insight into how the scheme works.)
barbaraknitsagain.blogspot.com/2012/02/knitting-for-army.... (Short article about WW2 knitted comforts and the 1940 booklet Knitting for the Army, Official Guide issued by authority of the Director of Voluntary Organizations during 1940. Notice the image of the ‘Volunteer Worker for the Forces’ badge on the cover.)
www.navy.gov.au/sites/default/files/documents/4905.pdf (Admiralty Fleet Order - Comforts, Amenities & Welfare Funds. Issued 14th October 1943).
www.1900s.org.uk/1940s50s-knitting-wool.htm (Buying and using wool during the 1940's and 50's....interesting!).
elinorflorence.com/blog/wartime-knitting (Knitting for Victory - contains examples of knitted comforts and anecdote stories).
.
Enamels: 2 (blue & white).
Finish: Tin plated.
Material: Brass.
Fixer: Pin.
Size: ¾” x 1 3/8” (about 20mm x 35mm).
Process: Die stamped.
Makers: Thomas Fattroini Ltd, Regent St, Birmingham (1933-1961).
Bukchon Hanok Village, Seoul, South Korea
+ 2017 post
+ 2016 post
+ 2015 post
+ 2014 post
+ 2013 post
+ 2012 post
+ 2011 post
I find it so hard to believe today is the moment, the end of 2017 and embracing the Twenty Eighteen. Time always unconsciously passing through even I didn't really pay attention and already new year is dawning.
I would rather say it's been very tough during 2017, especially my health. I noticed gradually dropping when I wanted to do a health screen during year-end. I don't even have a slot for most of the facilities, told me to re-schedule an appointment after the new year.
I've got this bad habit to rush thing in the very last minute due to heavy workload, which I skipped last year because of that. I did my health screen every year end, I still remember there was a time it happened on 30 Dec 2016.
In the past of my stories, I often mentioned about how many to-do-list of mine needs to be accomplished, work is been always my first priority, while the rest comes second and third and the list goes on. It's been a long battle with my career which causing my current health. Now I will change my tone a little, I will need to phrase that, health always come first. Though I been stressing this topic lately, it indicates how important the health is, at least at my age now, I do concern.
In 2017 I achieved my goal as follow:
• Annual oversea photo shooting.
• 1,544 km mileage more clocked than last year.
• Completed Shimano LEKAS 100km even though bad weather.
• Participated Bike Rally 2017 (always wanted to do since 2016).
• Marked the longest ride 182km by far.
• Completed TOGO517 within the given timeframe even though sick.
• Climbing with friends and solo at Fraser's Hill twice in a year.
• Bintan ride with Eastern.
• Managed to join RCCSG Festive500 this year.
• No puncture during RCCSG Festive500's ride only got dropped at the last 10km.
• Completed charity as Fund Raiser as well as a cyclist for Ride for Rainbow 2017.
As today is the first day of the year, may this year bring us more our way of opportunities that allow us to compile our success stories. This includes our health, working out our work-life balance, and achieve our dreams we wanted to pursue.
Wishing everyone a happy new year from MyChar.
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You must see this on large View On White and View On Black
400 First Street
Langley, Washington
The Roderick McLeod family arrived in Langley from Nebraska in 1905. Roderick worked in his father-in-law Ed Howard's store and post office for a time, then together they built a two-story hotel on the North side of First Street that became known as the "Howard Hotel." Roderick also built a house for his family just east of the hotel.
Roderick's wife, Sarah, ran the hotel with help from their children (Vera, Annie and Howard). Annie baked bread and provided a chicken dinner for 25 cents for guests and locals. Water for laundry was carried from an outdoor pump and heated in large tin tubs on a wood-burning stove. "Everything was then carefully ironed with heavy metal irons heated on top of the stove where a fire had to be kept blazing, even in summer, to keep the irons hot."
Since there were no electric lights, all of the rooms were lighted by kerosene lamps which had to be filled regularly. The lamps had glass chimneys which had to be cleaned after every use as the burning wicks made them sooty. The wicks also needed trimming and cleaning of charred material after use. In spite of the workload, Sarah McLeod found time to serve as midwife for most of the new mothers of the community since there was no local doctor until several years after her arrival.
1950's: Howard Hotel demolished. The Howard Hotel was purchased by realtor Richard Luhn and demolished in the 1950's. The lot remained vacant for many years and served as a picnic spot and playground.
1989: Inn at Langley built
Paul and Pamela Schell and partners built a luxury hotel called the "Inn at Langley" on the site on the former Howard Hotel in 1889. "The city had built a seawall giving us the idea of building an inn two stories above the bluff and two stories below, with the rooms, deck and jacuzzi on the waterside. The dining room was a part of the plan to attract weekend guests. The Inn at Langley opened in 1989 and has since become an established year-round booster to the local economy. We decided to add two cottages and a spa in 1999, and the Saratoga and the Gallery Suites in 2008, making the room total now 28.
Image best viewed in Large screen.
Thank-you for your visit!
I really appreciate it!
Sonja :-)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
1/12
I'm starting a monthly challenge with Let's Get Creative. Hopefully with this slightly lighter workload now I can put more effort into each photo. This first month's theme was "gold"
The Grumman A-6 Intruder is an American twinjet all-weather attack aircraft developed and manufactured by American aircraft company Grumman Aerospace that was operated by the U.S. Navy.
The A-6 was developed during the late 1950s and early 1960s in response to a requirement issued by the United States Navy for an all-weather jet-powered carrier-based attack aircraft. It was designed as a successor for multiple existing medium-sized attack aircraft, such as the piston-engined Douglas A-1 Skyraider. Unlike its predecessors, and even some contemporaries, the A-6 made extensive use of interconnected avionics. Operated by a crew of two in a side-by-side seating configuration, the workload was divided between the pilot and weapons officer. In addition to conventional munitions, the type was also compatible with the Navy's air-based nuclear weapons, which were deployable via a toss bombing techniques. On 19 April 1960, the prototype performed the type's maiden flight.
The A-6 was in service with the United States Navy and Marine Corps between 1963 and 1997, multiple variants of the type being introduced during this time. From the A-6, a specialized electronic warfare derivative, the EA-6B Prowler, was developed. It was deployed during various overseas conflicts, including the Vietnam War and the Gulf War. The A-6 was intended to be succeeded by the McDonnell Douglas A-12 Avenger II, but this program was ultimately canceled, allegedly due to cost overruns. Thus, when the A-6E was scheduled for retirement, its precision strike mission was taken over by the Grumman F-14 Tomcat equipped with a LANTIRN pod.
If you were familiar with the area around Chinley perhaps 30 or so years ago, but you've not been there in a while, this photo may come as a bit of a shock to the system.
Gone are the boxes, the yard, the shunters, two of the four tracks and the station buildings. The railway may be busier than ever, but it's still shedding the infrastructure vital to handle the extra workload.
Snaking through the bare remains of Chinley station is 60100 on a STP from Hope Street to Dove Holes Quarry. At least the Tugly fleet isn't being rationalised any further...
19 July 2014
The Soyuz TMA-03M capsule suspended from its parachute before landing on Sunday 1 July 2012. Inside are astronauts Don Pettit, Oleg Kononenko and ESA astronaut André Kuipers.
They landed at 08:14 GMT in the steppes of Kazakhstan after 193 days in space. André conducted many scientific experiments during his six-month PromISSe mission on the International Space Station.
In addition to his scientific workload, André carried out maintenance and operational tasks. Highlights included receiving ESA’s Automated Transfer Vehicle Edoardo Amaldi cargo ferry and docking the first commercial spacecraft, Dragon.
For further information, please visit: www.esa.int/esaCP/SEMZAO1VW3H_index_0.html
Credits: ESA–S. Corvaja, 2012
The Soyuz TMA-03M capsule suspended from its parachute before landing on Sunday 1 July 2012. Inside are astronauts Don Pettit, Oleg Kononenko and ESA astronaut André Kuipers.
They landed at 08:14 GMT in the steppes of Kazakhstan after 193 days in space. André conducted many scientific experiments during his six-month PromISSe mission on the International Space Station.
In addition to his scientific workload, André carried out maintenance and operational tasks. Highlights included receiving ESA’s Automated Transfer Vehicle Edoardo Amaldi cargo ferry and docking the first commercial spacecraft, Dragon.
For further information, please visit: www.esa.int/esaCP/SEMZAO1VW3H_index_0.html
Credits: ESA–S. Corvaja, 2012
Would you believe me if I told you I have a ton of content to share and no internet connection to do it? Well its true.
Its been over a month since Hannah and I got back from New York and I have yet to share a single image. Until now.
It has pained me greatly to do this but I want to have time to create coherent blog posts that I can look back on in a few years and remember all the amazing, awesome, fantastic, shocking, sleepless, edible, awe inspiring things we did during our short seven night stay in the Big Apple and to do that I need time.
So I'm sharing this image taken over a twenty minute period from the fire escape of our rental apartment. I think its a stack of around 25 images but I'm out and about on my laptop with no access to Lightroom to confirm these things.
I love the hustle and bustle of city life, the ability to sit back and watch the world go by from above and the pure voyeurism of that. Its a little creepy and I like it.
So why haven't I been posting anything? I've had a crazy life since I got back, I've: moved house, got a dog, completed a ton of coursework and I begin gruelling two weeks of exams next week whilst attempting to maintain my job workload and resisting the urge to buy Diablo 3 which would probably result in me failing my second year.
So now I've got that off my chest, I'll see you in two weeks.
For Britain’s biggest bus operator, co-operation with Scania and the Keltruck dealership means freedom and certainty. Freedom to focus on its core business and the certainty of knowing exactly what its day-to-day operations will cost.
Text: ÅSA LARSBO
Photos: CARL-ERIK ANDERSSON
National Express Group is one of the world’s largest public transport companies. Every year more than one billion passengers use its buses, trolleys, city and express buses in the UK, America and Spain.
With more than 1,000 destinations and 16 million passengers per year, the group’s UK-based express bus company National Express Ltd is Europe’s largest, and its distinct white buses are a common sight on British roads. The group also operates local transport systems around the UK through a number of local companies.
Several of the group’s companies are also Scania customers. For Travel West Midlands, with an 80 percent market share of public transport in the Birmingham area, co-operation with Scania began with the need to replace an ageing double-decker fleet.
“We move a million people a day so we mainly need double-deckers,” says Jack Henry, Engineering Director of the city bus division at National Express. “The original plan was to replace like for like, but in my discussions with Scania we started looking at the Omni articulated bus, which was attractive because it is an integral bus which we could buy from a single supplier.”
With his background in trucking, Mr Henry also had a relatively unorthodox approach to buying buses.
“Traditionally, when buying buses we used to have to be very prescriptive, to say I want these particular bolts,” he says. “But I turned the specification around to output and performance, saying ‘This is the performance I want from it, you tell me what I need.’ And Scania preferred working like that. They had confidence in their products; they knew the components to give the longevity, ensuring that the vehicles are available and reliable all the time.”
Mr Henry bought eleven Scania Omni buses, with a five-year service and maintenance contract at Scania dealer Keltruck in West Bromwich.
Under the contract, Keltruck handles everything related to the buses, from the monthly inspections required under British law to repairs and parts supply ? an arrangement Jack Henry is so pleased with that he is increasingly working the same way with his other bus suppliers as well.
“Scania was the first manufacturer we have built this type of long-term partnership with. They were very capable and willing to take on the responsibility, and from my perspective it has worked very well. We can concentrate on providing the service we are here to provide, and we have a fixed cost.”
Good example
Partnering with Keltruck to take care of Omni buses for Travel West Midlands served as a good example. When National Express Ltd bought a number of Scania Irizar PB coaches for its express services, it was natural to leave servicing and maintenance to Keltruck.
According to National Express Operations Director Bill Cahill, the bus industry lags behind the truck industry when it comes to thinking in terms of total fleet operating costs, but it is definitely moving in that direction. “Personally, I think the vehicles are now getting so complicated that doing it yourself will be history in the near future. They require expertise in areas that fall outside our core business. So it is a natural step to buy from experts the services you need to keep your vehicles in top-notch condition.”
Keeping a high profile is important in order to compete both with other express coach operators and other modes of transport, such as trains and cars. Traditionally, coaches have been viewed in the UK as a transport alternative for students and pensioners, an image National Express is well on the way to changing. The company’s modern, comfortable coaches – equipped with TVs and, on some routes, wireless broadband – are steadily gaining new ground.
The Scania Irizar PB coaches are one element of the company’s deliberate investment in the “wow factor”, Mr Cahill explains. A few years ago, National Express accepted the challenge of showing that coach travel could be fun and different. It has more than achieved this with the Scania Irizar PB, which he considers the most attractive bus in the market.
“No one had noticed when we bought new coaches before, because we just replaced the old ones with similar ones. Then we put the PBs on the road starting in 2003 and immediately we had positive comments from customers.”
Aside from the “wow factor”, National Express seeks an optimal balance between operating cost and reliability. Each of the company’s 600 buses and coaches average some 225,000 kilometres a year, a workload that takes its toll.
“What you are buying effectively from Scania and Keltruck is certainty. Certainty of operating cost, and you’re also buying certainty of supply. We know that the vehicle will be available when we need it, and exactly what it will cost.”
Bill Cahill, Operations Director at National Express buys certainty...
... just like Jack Henry, Engineering Director at the city bus division.
A holistic view
Uptime and reliability mean everything to bus and coach operators in the deregulated British market. Far-sighted Scania dealer Keltruck realised this some years ago and began offering bus and coach customers comprehensive servicing and maintenance at a fixed monthly cost.
Every month, about 100 city buses and coaches pass through Keltruck’s main workshop in West Bromwich in the British Midlands. The number is increasing all the time.
“Nowadays buses and coaches account for around 30 percent of our daily sales at the West Bromwich workshop,” explains Russ Warner, Regional General Manager. “That’s a 20 percent increase just in the past year.”
A large part of the increase is due to the company’s proactive efforts to sell service and maintenance contracts, both to existing and new Scania customers. More and more bus and coach operators are discovering the advantages of one-stop shopping for all their vehicle needs.
“We don’t sell buses and coaches. Scania (Great Britain) handles that,” explains Andrew Bentley, Keltruck’s Group Aftersales Business Development Manager. “But we are there as part of a comprehensive customer offer, with our service and maintenance agreements. Together we offer a complete package that gives customers a stable platform to focus on their core business.
“With our packages, customers can make decisions based on operating economy and uptime,” he continues. “A service and maintenance contract saves them money and problems in the long-term.”
With 500 employees, Keltruck is the largest independent Scania dealer in Britain. Aside from West Bromwich, the company runs twelve Scania authorised aftersales depots and five customer vehicle maintenance units. Keltruck’s West Bromwich and Nottingham workshops also belong to the network of specialised bus and coach servicing and maintenance centres that Scania (Great Britain) has created around the country.
The 25 service technicians employed by the 24-hour workshop in West Bromwich include seven Scania Master Technicians. Nearly half of the workshop’s service techs are bus and coach specialists, which Mr Warner says is necessary in order to maintain expertise.
“Buses and coaches, like all other vehicles, are becoming more technically complex to service,” he says. “So it is natural for our employees to specialise either in buses or trucks.”
Today Keltruck has some 20 bus and coach customers with full service and maintenance contracts. A major element of these contracts is the regular inspections all bus and coaches in the UK must undergo - every two weeks for tourist coaches and intercity buses and every four weeks for city buses - but repairs of any defects discovered during these inspections and any necessary parts are also covered.
“If we spot anything during an inspection, we repair it immediately,” Mr Bentley says, “in order to keep customer downtime at a minimum.”
At Keltruck the whole bus, not just the Scania components, is well cared for. The workshop has gradually expanded its expertise and can now handle repairs of air conditioning, WCs, wheelchair lifts, rear-view cameras and electronic destination signs.
“We are always open to suggestions from our customers on how we can make their lives easier,” says Mr Bentley, who is currently looking into the possibility of also cleaning customers’ buses while they are in for service. “We do everything but drive the bus. All the customer has to do is add
the driver and fuel.”
➡️ keltruckscania.com/about-keltruck/news-centre/press-relea...
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
After Mil Helicopters' Mi-28 combat helicopter did not find takers, the design bureau decided in the 2000s to take a huge development step forward and question the basic helicopter layout. The result was the Mil Mi-62 (NATO reporting name: Hepcat), a single-seat attack gyrodyne/compound helicopter: a VTOL aircraft with a helicopter-like rotor system that is driven by its engine for take-off and landing but basically relies on conventional means of propulsion to provide forward thrust during cruising flight. Lift during forward flight is provided by a combination of the rotor, like an autogyro, as well as conventional wings, even though these alone would not keep the aircraft in the air.
The Mi-62 featured a tip-jet-powered rotor that burned a mixture of fuel and compressed air, bled from two wing-root-mounted jet engines. The rotor was only driven during the start/landing phase and at low speed. The air for the rotor was produced by compressors driven through a clutch off the main engines, though, which was fed through ducting up to the rotor head. Two Progress AI-222-25 turbofans, each rated at 24.52 KN (5.512 lbf), provided thrust for translational flight while the rotor autorotated, enabling VTOL and STOL start with overload. The cockpit controls included a cyclic and collective pitch lever, as in a conventional helicopter.
Each engine supplied air for a pair of opposite rotor blades. The rotor blades were a symmetrical airfoil around a load-bearing spar. The airfoil was made of carbon fiber and light alloy because of center of gravity concerns. The compressed air was channeled through three tubes within the blade to tip-jet combustion chambers, where the compressed air was mixed with fuel and burned, driving the rotor. As a torque-less rotor system, no anti-torque correction system was required. Propeller pitch was controlled by the rudder pedals for low-speed yaw control. To support handling at low speed, bleed air from the main engines was also ducted to a control vent system in the tail.
Transition from helicopter to autogiro took place at around 60 mph by extinguishing the tip-jets, and at higher speeds up to half the lift was provided by the fixed wings. At high cruising speed, the Mi-62 almost behaved like a standard aircraft. Cruising speed was to be at about 500 km/h (312 mph), coupled with a range of up to 1400 km (870 ml).
Since the speed of the advancing rotor tip is a primary limitation to the maximum speed of a helicopter, this arrangement allowed a faster maximum speed than pure helicopters such as the Mi-24/35 or the AH-64. The elimination of the tail rotor is a qualitative advantage, too, because the torque-countering tail rotor can use up to 30% of engine power. Furthermore, the vulnerable boom and rear gearbox are fairly common causes of helicopter losses in combat. The Mi-62’s entire transmission presents a comparatively small target to ground fire, and is a rather simple/rigid arrangement with much less moving parts than a standard helicopter.
The Mi-62 was designed as an alternative to Kamov's successful Ka-50/52 program, and regarded as a heavier alternative. While the Ka-50 was designed to be small, fast and agile to improve survivability and lethality, the Mi-62 was to rely on speed, quick acceleration and decelleration as well as on good low altitude handling, coupled with sufficient protection against small caliber weapons. Since operation would be primarily at low level and using the landscape as cover, not much emphasis was put on stealth features, even though many passive protection elements like RAM were incorporated into the aircraft.
One of the program priorities was to enhance the helicopter's survivability. With this goal in mind, the configuration and systems' arrangement were chosen, assemblies designed, and structural materials tested, beyond the robust rotor propulsion system. The following measures to enhance pilot survivability were taken:
• Engines were placed on both sides of the airframe to prevent a single hit from destroying both engines
• The gyroplane could fly on a single engine in various modes – even with a damaged rotor a controlled landing glide was possible
• The cockpit was armored and screened with combined steel/aluminum armor and armored Plexiglas
• The hydraulic steering system compartment was armored and screened
• Vital units were screened by less important ones
• Self-sealing fuel tanks were filled with polyurethane foam
• Composites were used to preserve the helicopter's efficiency when its load-carrying elements are damaged
• A two-contour rotor-blade spar was developed, integrating the air ducts
• Control rod diameter was increased by positioning most of them inside the armored cockpit
• The powerplant and compartments adjacent to the fuel tanks were fire-protected
• The hydraulic system is capable of operating for 30 minutes if the oil system is damaged
• The power supply systems, control circuits etc. were made redundant and placed on opposite sides of the airframe
The armor consisted of spaced-aluminum plates with a total weight of more than 300 kg. The armor is fitted into the fuselage load-bearing structure, which reduces the total weight of the helicopter. GosNIIAS tests confirmed the pilot's protection up to 20mm caliber cannon rounds and shell fragments.
Another unique feature of the Mi-62 is the use of a rocket-parachute ejection system in case of an emergency. The helicopter emergency-escape system uses the K-37-800 ejection seat that was developed by the Zvezda Scientific Production Association (Chief Designer Guy Severin). The pilot's safety was also ensured by the undercarriage design. The undercarriage is capable of absorbing large loads in an emergency landing, and the cockpit has a crunch zone of up to 10-15% upon impact.
Basic armament consists of a twin-barreled Sh2A42 30-mm gun. The gun is mounted in a shallow turret which can rotate full 360° near the center of fuselage. It has 460 rounds of ammunition, firing high-fragmentation, explosive incendiary rounds and armor-piercing rounds.
The cannon has a dual-feed, which allows for a cyclic rate of fire between 300 to 900 RPM. Its effective range varies from 1500 meters for ground vehicles to 2,500 meters for air targets. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.
Beyond that, the aircraft carries a substantial load of weapons in six external hardpoints under the stub wings. An total of some 2.000 kg mixed ordnance, including AAMs, AGMs, gun and unguided rocket pods which include the S-13 and S-8 rockets, can be carried. Even unguided and guided (IR, optical, laser) bombs have been successfully tested, so that the Mi-62 could eventually replace early Su-25 combat aircraft in the CAS role. The "dumb" rocket pods can be upgraded to laser guided with the proposed Ugroza system.
The main armament against moving ground targets consists of up to sixteen laser-guided Vikhr anti-tank missiles (transl. Vortex or whirlwind) with a maximum range of some 8 km. The laser guidance is reported to be virtually jam-proof and the system features automatic guidance to target, enabling evasive action immediately after missile launch.
Like the Ka-50, the Mil gyrodyne was from the outset to be operated by a single pilot only. Mil’s designers concluded after thorough research of helicopter combat in Afghanistan and other war zones that the typical attack mission phases of low-level approach, pop-up target acquisition and weapon launch would not simultaneously demand navigation, maneuvering and weapons operation of the pilot. Thus, with well-designed support automation, a single pilot was expected to carry out the entire mission alone.
During operational testing from 1995 to 1996 the workload on the pilot was found to be similar to that of a fighter-bomber pilot, and the pilot could perform both flying and navigation duties. Later flight tests of the Mi-62 prototypes proved that its handling was more like an aircraft with VTOL capabilities than a standard helicopter, so that jet pilots could master it with some training.
Initially the Mi-62 was to be have been fitted with the Merkury Low-Light TV (LLTV) system. Due to a lack of funding, the system was late and experienced reliability and capability issues. As a result, focus shifted to Forward Looking Infra-Red (FLIR) systems, including the Shkval-N sighting system with an infrared sensor. Many versions were tried; on some the original "Shkval" was supplemented by a thermal imaging system, while others saw a complete replacement by the "Samshit" day-and-night system, which has become the final sensor standard, mounted in a chin sensor turret.
The fire control system automatically shares all target information among the four Mi-62 of a typical flight in real time, allowing one helicopter to engage a target spotted by another, and the system can also input target information from ground-based forward scouts with personnel-carried target designation gear.
The Mi-62 was, after a lengthy development and constant lack of funds, eventually adopted for service in the Russian army in 2015. It is currently manufactured by the new Russian Helicopters company that was founded in 2009 in Moscow, and built at the Mil Moscow Helicopter Plant. It has been introduced to both Air Force (Mi-62 sans suffix, ‘Hepcat A’) and Naval Aviation (Mi-62K, ‘Hepcat B’) and is being used as a heavily armed attack helicopter against both ground and airborne targets.
The navalized Mi-62K derivative has been selected as the new ship-borne attack type for the Russian Naval Aviation (Aviatsiya Voenno-morskogo Flota Rossii). It will feature folding rotor blades and life-support systems for the crew, who will fly in immersion suits. The fuselage and systems will be given special anti-corrosion treatment and a new fire-control radar will be capable of operating in "Sea Mode" and of supporting anti-ship missiles. Aviatsiya Voenno-morskogo Flota Rossii will need no fewer than 20 Mi-62, which will be operated together with Ka-52Ks.
The first Mi-62K is tentatively slated to enter squadron service by late 2014 or early 2015, coinciding with the delivery of the first carrier of the new Mistral class amphibious assault ships, ordered by the Russian Defense Ministry. These small carriers will contain rotary-wing assets, formed into aviation groups, and each of these groups is planned to include eight attack and eight assault/transport helicopters.
General characteristics
Crew: One
Length (fuselage only): 13,46 m (44 ft 1 in)
Rotor diameter: 15,40 m (50 ft 5 1/2 in)
Height: 4.60 m (15 ft 1 in)
Disc area: 186.3 m² (1.998 ft²)
Empty weight: 7,700 kg (17,000 lb)
Loaded weight: 9,800 kg / 10,400 kg (21,600 lb / 22,930 lb)
Max. takeoff weight: 10,800 kg (23,810 lb)
Powerplant
2× Progress AI-222-25 turbofans, 24.52 KN (5.512 lbf) each plus
4× rotor tip jet burning compressed air/fuel, 4.4 kN (1,000 lbf) thrust each
Performance
Never exceed speed: 550 km/h (297 knots, 342 mph) in dive
Maximum speed: 515 km/h (278 knots, 320 mph) in level flight
Cruise speed: 370 km/h (200 knots, 230 mph)
Range: 545 km (339 ml)
Combat radius: 800 km (500 ml)
Ferry range: 1400 km (870 ml) with 4 drop tanks
Service ceiling: 5,500 m (18,000 ft)
Rate of climb: 10.7 m/s (2,105 ft/min)
Armament
1× turret-mounted, wtin-barreled 30 mm Shipunov Sh2A42 cannon (460 rounds total, dual feeding AP or HE-Frag) under the fuselage
6×wing hardpoints with a capacity of 2,000 kg and provisions to carry combinations of launch pods for 80 mm S-8 rockets or 122 mm S-13 rockets, APU-6 Missile racks or up to 20× 9K121 Vikhr anti-tank missiles, 6× Vympel R-73 (NATO: AA-11 Archer) air-to-air missiles, Kh-25 semi-active laser guided tactical air-to-ground missiles, 4× 250 kg (550 lb) bombs or 2x 500 kg (1,100 lb) bombs, plus 23 mm UPK-23-250 gun pods (240 rounds each) or 500 l (130 US gal) external fuel tanks.
Two compartments in the lower fuselage with flare and chaff countermeasure dispensers, typically 4× UV-26 dispensers each (total 512 chaff/flare cartridges in each pod)
The kit and its assembly:
Another entry for the “Za Rodinu - The Anthony P Memorial Build” at whatifmodelers.com, and this time it’s a modern and rather exotic whif. Helicopters are rare among whiffers, so I thought I’d give that subject a chance, and I actually had the basis kit in store for some time, as I intended to build it for another GB but never got that kick to start it.
The fictional Mi-62 is a conversion of a snap-fit kit from Kotobukiya from a series of generic, roughly 1:72 scale mecha vehicles that do not belong to a specific series or movie, but they seem to be intended to go well with Gundam or Dougram. These are rather toy-like, sturdy things, but they have potential for more – especially the gyroplanes (two different types exist).
These seem to be unmanned drones/UAVs, though, and that immediately leads to the conversions I made. Most important change is a manned cockpit with a clear canopy (from a KP Su-25) and the respective, scratched interior.
Another big change was the deletion of the original, gigantic gatling gun under the fuselage, replaced by a much smaller twin cannon turret. That left a lot of ground clearance – as a late modification I decided to chop the landing gear and the respective fin/wing endplates by more than 1cm, so that the gyroplane would sit closer to the ground.
Further small cosmetics include an asymmetrical radome and a protruding pitot boom, some antenna bulges, new engine exhausts, chaff dispensers in the fuselage flanks, and free-standing main wheels.
The ordnance comes from a Dragon Soviet-Air-To-Ground-Ordnance kit, hung onto six new wing hardpoints (from a 1:144 F-4E and an ESCI Ka-34 in 1:72, IIRC).
Painting and markings:
Choosing a proper scheme was tricky. The helicopter was to look realistic, but still exotic, at least for Russian standards. I considered various options:
● An all-mid-grey livery, inspired by current Mi-35 attack helicopters. Too dull & simple!
● A trefoil-style scheme in khaki and olive drab, with blue undersides. Flashy, but IMHO rather old-school.
I finally found an original scheme on a Ka-62 prototype (shown at MAKS-2009): a wraparound scheme in olive drab, medium grey and chocolate brown. The colors are enamels, I used Olive Drab ANA 613 (ModelMaster #2050), German Uniform “Feldgrau” (ModelMaster #2014) Grey and German Armor Red Brown (Humbrol 160), later highlighted through dry-brushing with lighter shades of the basic tones and a black ink wash, standard process.
The interior was to be Russian-style, too, but instead of the eye-boggling turquoise I went for PRU Blue (Humbrol 230) inside of the cockpit. Still looks odd, but it’s not so bright.
As a twist I decided to use Russian Navy markings – and the real world introduction of Mistral Class ships was a good excuse for a naval version of this attack helicopter. The Naval Aviation used to and does employ many land-based aircraft and helicopters, incl. e. g. the Mi-24, in similar liveries to the Air Force or Army cousins.
The markings were puzzled together from various aftermarket decal sheets from Begemot , Authentic Decals and TL Modellbau, as well as from the scrap box. After some additional dry-brushing with medium grey overall, the kit was sealed with a coat of matt acrylic varnish.
The Airbus A320 family consists of short- to medium-range, narrow-body, commercial passenger twin-engine jet airliners manufactured by Airbus. The family includes the A318, A319, A320 and A321, as well as the ACJ business jet. The A320s are also named A320ceo (current engine option) after the introduction of the A320neo. Final assembly of the family takes place in Toulouse, France, and Hamburg, Germany. A plant in Tianjin, China, has also been producing aircraft for Chinese airlines since 2009, while a final assembly facility in Mobile, Alabama, United States, delivered its first A321 in April 2016. The aircraft family can accommodate up to 220 passengers and has a range of 3,100 to 12,000 km, depending on model.
The first member of the A320 family—the A320—was launched in March 1984, first flew on 22 February 1987, and was first delivered in March 1988 to launch customer Air France. The family was extended to include the A321 (first delivered 1994), the A319 (1996), and the A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems, as well as side-stick controls, in commercial aircraft. There has been a continuous improvement process since introduction.
As of 31 August 2017, a total of 7,731 Airbus A320-family aircraft have been delivered, of which 7,397 are in service. In addition, another 5,520 airliners are on firm order. It ranked as the world's fastest-selling jet airliner family according to records from 2005 to 2007, and as the best-selling single-generation aircraft programme. The A320 family has proved popular with airlines including low-cost carriers such as EasyJet, which purchased A319s and A320s to replace its 737 fleet. As of 31 August 2017, American Airlines was the largest operator of the Airbus A320 family aircraft, operating 392 aircraft. The aircraft family competes directly with the 737 and has competed with the 717, 757, and the MD-80/MD-90.
In December 2010, Airbus announced a new generation of the A320 family, the A320neo (new engine option). The A320neo offers new, more efficient engines, combined with airframe improvements and the addition of winglets, named Sharklets by Airbus. The aircraft will deliver fuel savings of up to 15%. As of August 2017, a total of 5,168 A320neo family aircraft had been ordered by more than 70 airlines, making it the fastest ever selling commercial aircraft. The first A320neo was delivered to Lufthansa on 20 January 2016 and it entered service on 25 January 2016.
DEVELOPMENT
ORIGINS
When Airbus designed the Airbus A300 during the late 1960s and early 1970s, it envisaged a broad family of airliners with which to compete against Boeing and Douglas, two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal. Prior to the service introduction of the first Airbus airliners, engineers within Airbus had identified nine possible variations of the A300 known as A300B1 to B9. A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10. It was a smaller aircraft which would be developed into the long-range Airbus A310. Airbus then focused its efforts on the single-aisle market, which was dominated by the 737 and McDonnell Douglas DC-9.
Plans from a number of European aircraft manufacturers called for a successor to the relatively successful BAC One-Eleven, and to replace the 737–200 and DC-9. Germany's MBB (Messerschmitt-Bölkow-Blohm), British Aircraft Corporation, Sweden's Saab and Spain's CASA worked on the EUROPLANE, a 180- to 200-seat aircraft. It was abandoned after intruding on A310 specifications. VFW-Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.
Alongside BAe (which at the time was not part of Airbus) were MBB, Fokker-VFW and Aérospatiale. The design within the JET study that was carried forward was the JET2 (163 passengers), which then became the Airbus S.A1/2/3 series (Single Aisle), before settling on the A320 name for its launch in 1984. Previously, Hawker Siddeley had produced a design called the HS.134 "Airbus" in 1965, an evolution of the HS.121 (formerly DH.121) Trident, which shared much of the general arrangement of the later JET3 study design. The name "Airbus" at the time referred to a BEA requirement, rather than to the later international programme.
DESIGN EFFORT
A new programme was initiated subsequently, called Joint European Transport (JET). This was set up in June 1977, and was based at the then British Aerospace (formerly Vickers) site in Weybridge, Surrey, UK. Although the members were all of Airbus' partners, they regarded the project as a separate collaboration from Airbus. This project was considered the forerunner of Airbus A320, encompassing the 130- to 188-seat market, powered by two CFM56s. It would have a cruise speed of Mach 0.84 (faster than Boeing 737). The programme was later transferred to Airbus, leading up to the creation of the Single-Aisle (SA) studies in 1980, led by former leader of JET programme, Derek Brown. The group looked at three different variants, covering the 125- to 180-seat market, called SA1, SA2 and SA3. Although unaware at the time, the consortium was producing the blueprints for the A319, A320 and A321, respectively. The single-aisle programme created divisions within Airbus about whether to design a shorter-range twinjet than a longer-range quadjet wanted by the West Germans, particularly Lufthansa. However, works proceeded, and the German carrier would eventually order the twinjet.
In February 1981, the project was re-designated A320, with efforts focused on the former SA2. During the year, Airbus worked with Delta Air Lines on a 150-seat aircraft envisioned and required by the airline. The A320 would carry 150 passengers 3,440 km using fuel from wing fuel tanks only. The Dash 200 had more fuel through the activation of centre fuel tank, increasing fuel capacity from 15,590 litres to 23,430 L, enabling flights with a distance of 5,280 km. The aircraft would measure 36.04 m and 39.24 m, respectively. Airbus then had to decide on a cross-section for the A320. It considered a fuselage diameter of "the Boeing 707 and 727, or do something better". It eventually settled on a wider diameter, with the internal width at 3.7 m,compared to 3.45 m of the Boeing aircraft. Although heavier, this specification allowed the aircraft to compete more effectively with the 737. The A320 wing went through several stages of design, finally settling on 33.91 m. It is long and thin, offering better aerodynamic efficiency because of the higher aspect ratio than the competition, namely the 737 and MD-80.
After the oil price rises of the 1970s, Airbus needed to minimise the trip fuel costs of the A320. To that end, it adopted composite primary structures, centre-of-gravity control using fuel, glass cockpit (EFIS) and a two-crew flight deck. The end result was that the A320 consumed 50% less fuel than the 727. According to a study cited by the Stockholm Environmental Institute, the A320 burns 11,608 kilograms of jet fuel flying between Los Angeles and New York City, which is about 77.4 kilograms per passenger in an A320 with 150 seats.
FLY-BY-WIRE FLIGHT CONTROL SYSTEM
The A320 is the world’s first airliner with digital fly-by-wire (FBW) flight control system: input commands through the side-stick are interpreted by flight control computers and transmitted to flight control surfaces within the flight envelope protection; in the 1980s the computer-controlled dynamic system of the Dassault Mirage 2000 fighter cross-fertilised the Airbus team which tested FBW on an A300.
The A320 retained the dark cockpit where an indicator is off when its system is running to draw attention on dysfunctions from the A310, the first widebody designed to be operated without a flight engineer and influenced by Bernard Ziegler, first Airbus CEO Henri Ziegler's son. All following Airbuses have similar human/machine interface and systems control philosophy to facilitate cross-type qualification with minimal training; for Roger Béteille, former Airbus president, this choice was one of the most difficult he had ever made.
ENGINE
During the A320 development programme, Airbus considered propfan technology, backed by Lufthansa. At the time unproven, it was essentially a fan placed outside the engine nacelle, offering speed of a turbofan at turboprops economics; eventually, Airbus stuck with turbofans.
Power on the A320 would be supplied by two CFM56-5-A1s rated at 25,000 lbf (112.5 kN). It was the only available engine at launch until the IAE V2500, offered by International Aero Engines, a group composed of Rolls-Royce, Pratt & Whitney, Japanese Aero Engine Corporation, Fiat and MTU Aero Engines (MTU). The first V2500 variant, the V2500-A1, has a thrust output of 25,000 pounds-force (110 kN), hence the name. It is 4% more efficient than the CFM56, with cruise thrust specific fuel consumption at 0.574 lb/lbf/h (16.3 g/kN/s) for the -A5, compared to 0.596 lb/lbf/h (16.9 g/kN/s) for the CFM56-5A1.
PRODUCTION AND INTRODUCTION
The UK, France and West Germany wanted the responsibility of final assembly and the associated duties, known as "work-share arguments". The Germans requested an increased work-share of 40%, while the British wanted the major responsibilities to be swapped around to give partners production and research and development experience. In the end, British work-share was increased from that of the two previous Airbuses.
France was willing to commit to a launch aid, or subsidies, while the Germans were more cautious. The UK government was unwilling to provide funding for the tooling requested by British Aerospace (BAe) and estimated at ₤250 million, it was postponed for three years. On 1 March 1984 the government and the manufacturer agreed that ₤50 million would be paid whether the A320 would fly or not, while the rest would be paid as a levy on each aircraft sold.
The programme was launched on 2 March 1984. At this time, Airbus had 96 orders. Air France was its first customer with a "letter of intent" for 25 A320s and an option for 25 more at the 1981 Paris air show. In October 1983, British Caledonian placed seven firm order, bringing total orders to more than Cyprus Airways became the first to place order for V2500-powered A320s in November 1984, followed by Pan Am with 16 firm orders and 34 options in January 1985, then Inex Adria. One of the most significant order was when Northwest Airlines placed an order for 100 A320s in October 1986, later confirmed at the 1990 Farnborough Airshow, powered by CFM56 engines.
In presence of then French Prime Minister Jacques Chirac and the Prince and Princess of Wales, the first A320 was rolled out of the final assembly line on 14 February 1987 and made its maiden flight on 22 February in 3 hours and 23 minutes from Toulouse. The flight test programme took 1,200 hours on 530 flights, European Joint Aviation Authorities certification was delivered on 26 February 1988. The first A320 was delivered to Air France on 28 March 1988.
On 26 June 1988, Air France Flight 296 crashed into trees at the end of runway at Mulhouse-Habsheim Airport, three out of 130 passengers were killed. In February 1990 another A320, Indian Airlines Flight 605, crash landed short of the airport runway in Bangalore, the ensuing fire contributed to the casualty count of ninety-two, out of 146 on board. The press and media later questioned the fly-by-wire flight control system but subsequent investigations by commission of inquiry found "no malfunction of the aircraft or its equipment which could have contributed towards a reduction in safety or an increase in the crew's workload during the final flight phase ... the response of the engines was normal and in compliance with certification requirement".
The Toulouse Blagnac final assembly line builds A320s, whereas the Hamburg Finkenwerder final assembly line builds A318s, A319s, and A321s. The Airbus factory in Tianjin, China assembles A319s, A320s, and A319s; A320s and A321s are also assembled at the Airbus Americas factory in Mobile, Alabama. Airbus produced 42 A320 per month in 2015, and expects to increase to 50 per month in 2017.
As Airbus targets a 60 monthly global production rate by mid-2019, the Tianjin line delivered 51 in 2016 and it could assemble six per month from four as it starts producing A320neos in 2017; 147 Airbus were delivered in 2016 in China, 20% of its production, mostly A320-family, a 47% market share as the country should become the world’s largest market ahead of the USA before 2027.
Stretching the A320: A321
The first derivative of the A320 was the Airbus A321, also known as the Stretched A320, A320-500 and A325. Its launch came on 24 November 1988 after commitments for 183 aircraft from 10 customers were secured. The aircraft would be a minimum-changed derivative, apart from a number of minor modifications to the wing, and the fuselage stretch itself. The wing would incorporate double-slotted flaps and minor trailing edge modifications, increasing the wing area from 124 m2 to 128 m2. The fuselage was lengthened by four plugs (two ahead and two behind the wings), giving the A321 an overall length of 6.94 metres longer than the A320. The length increase required the overwing exits of the A320 to be enlarged and repositioned in front of and behind the wings. The centre fuselage and undercarriage were reinforced to accommodate the increase in maximum takeoff weight of 9,600 kg, taking it to 83,000 kg.Final assembly for the A321 would be, as a first for any Airbus, carried out in Germany (then West Germany). This came after a dispute between the French, who claimed the move would incur €135 million in unnecessary expenditure associated with the new plant, and the Germans, arguing it would be more productive for Airbus in the long run. The second production line was located at Hamburg, which would also subsequently produce the smaller Airbus A319 and A318. For the first time, Airbus entered the bond market, through which it raised €475 million to finance development costs. An additional €175 million was borrowed from European Investment Bank and private investors.
The maiden flight of the Airbus A321 came on 11 March 1993, when the prototype, registration F-WWIA, flew with IAE V2500 engines; the second prototype, equipped with CFM56-5B turbofans, flew in May. Lufthansa and Alitalia were the first to order the stretched Airbuses, with 20 and 40 aircraft requested, respectively. The first of Lufthansa's V2500-A5-powered A321s arrived on 27 January 1994, while Alitalia received its first CFM56-5B-powered aircraft on 22 March.
A320
The A320 series has two variants, the A320-100 and A320-200.
Only 21 A320-100s were produced. These aircraft, the first to be manufactured, were delivered to Air Inter - later acquired by Air France - and British Airways as a result of an order from British Caledonian Airways made prior to its acquisition.
The primary changes of the -200 over the -100 are wingtip fences and increased fuel capacity for increased range. Indian Airlines used its first 31 A320-200s with double-bogie main landing gear for airfields with poor runway condition which a single-bogie main gear could not manage.
Powered by two CFM International CFM56-5s or IAE V2500s with thrust ratings of 98–120 kN, its typical range with 150 passengers is 6,100 km. A total of 4,498 of the A320ceo model have been delivered, with 230 remaining on order as of 31 August 2017. The closest Boeing competitor is the 737-800.
WIKIPEDIA
THE HISTORY OF TITANIC
The Royal Mail Ship TITANIC was the last grand dream of the Gilded Age. It was designed to be the greatest achievement of an era of prosperity, confidence and propriety. Although no one knew it, the world was about to change drastically. Radio had been invented in 1901. The Wright Brothers' first successful flight was in 1903. The old presumptions about class, morals, and gender-roles were about to be shattered. If the concept of Titanic was the climax of the age, then perhaps its sinking was the curtain that marked the end of the old drama, and the start of a new one.
The intensely competitive transatlantic steamship business had seen recent major advances in ship design, size and speed. White Star Line, one of the leaders, determined to focus on size and elegance rather than pure speed. In 1907, White Star Line's managing director J. Bruce Ismay and Lord James Pirrie, a partner in Harland & Wolff (White Star Line's ship-builder since its founding in 1869) conceived of three magnificent steam ships which would set a new standard for comfort, elegance, and safety. The first two were to be named Olympic and Titanic, the latter name chosen by Ismay to convey a sense of overwhelming size and strength.
It took a year to design the two ships. Construction of Olympic started in December, 1908, followed by Titanic in March 1909. The Belfast shipyards of Harland & Wolff had to be re-designed to accommodate the immense projects while White Star's pier in New York had to be lengthened to enable the ships to dock. During the two years it took to complete Titanic's hull, the press was primed with publicity about the ship's magnificence, making Titanic virtually a legend before her launch. The "launch" of the completed steel in May, 1911, was a heavily publicized spectacle. Tickets were sold to benefit a local children's hospital.
She was then taken for "fitting out" which involved the construction of the ship's many facilities and systems, her elaborate woodwork and fine decor. As the date of her maiden voyage approached, the completed Olympic suffered a collision and required extensive repairs, increasing the workload at Harland & Wolff, which was already struggling to complete Titanic on schedule. Titanic's maiden voyage was delayed from March 20 to April 10.
Titanic was 883 feet long (1/6 of a mile), 92 feet wide and weighed 46,328 tons. She was 104 feet tall from keel to bridge, almost 35 feet of which were below the waterline... even so, she stood taller above the water than most urban buildings of the time. There were three real smoke-stacks; a fourth, dummy stack was added largely to increase the impression of her gargantuan size and power and to vent smoke from her numerous kitchens and galleys. She was the largest movable object ever made by man. The ship's immense size and complexity is illustrated by an incident recalled by Second Officer Lightoller. There was a gangway door on the starboard side aft "large enough to drive a horse and cart through." Yet three officers who joined the ship during her preparations spent a whole day simply trying to find their way to it.
Moreover, she was designed to be a marvel of modern safety technology. She had a double-hull of 1-inch thick steel plates and a (heavily publicized) system of 16 water-tight compartments, sealed by massive doors which could be instantly triggered by a single electric switch on the bridge, or even automatically by electric water-sensors. The press began to call her "unsinkable."
Her accommodations were the most modern and luxurious on any ocean, and included electric light and heat in every room, electric elevators, a swimming pool, a squash court (considered terribly modern), a Turkish Bath, a gymnasium with a mechanical horse and mechanical camel to keep riders fit, and staterooms and first class facilities to rival the best hotels on the Continent. First class passengers would glide down a six-story, glass-domed grand staircase to enjoy haute cuisine in the sumptuous first class dining saloon that filled the width of the ship on D Deck. For those who desired a more intimate atmosphere, Titanic also offered a stately à la carte restaurant, the chic Palm Court and Verandah restaurant, and the festive Cafe Parisien. She offered two musical ensembles (rather than the standard one) of the best musicians on the Atlantic, many of them lured from rival liners. There were two libraries, first- and second-class. Even the third class (steerage) cabins were more luxurious than the first class cabins on some lesser steamships, and boasted amenities (like indoor toilet facilities) that some of Titanic's emigrant passengers had not enjoyed in their own homes.
The original design called for 32 lifeboats. However, White Star management felt that the boat-deck would look cluttered, and reduced the number to 20, for a total life-boat capacity of 1178. This actually exceeded the regulations of the time, even though Titanic was capable of carrying over 3500 people (passengers and crew).
The maiden voyage lured the "very best people:" British nobility, American industrialists, the very cream of New York and Philadelphia society. It also attracted many poor emigrants, hoping to start a new life in America or Canada.
The journey began at Southampton on Wednesday April 10, 1912 at Noon. By sundown, Titanic had stopped in Cherbourg, France to pick up additional passengers. That evening she sailed for Queenstown, Ireland, and at 1:30 PM on Thursday, April 11, she headed out into the Atlantic.
The seasoned transatlantic passengers were deeply impressed by the new ship. She was so massive that they barely felt the movement of the sea at all. Her huge, powerful engines produced almost none of the annoying vibration common on other steamers, and their noise was barely perceptible. And she achieved this extraordinary level of comfort while traveling at 22 knots, not the fastest boat on the route, but certainly one of the top five.
Weather was pleasant and clear, and the water temperature was about 55 degrees. The winter of 1912 had been unusually mild, and unprecedented amounts of ice had broken loose from the arctic regions. Titanic was equipped with Marconi's new wireless telegraph system and her two Marconi operators kept the wireless room running 24 hours a day. On Sunday, April 14, the fifth day at sea, Titanic received five different ice-warnings, but the captain was not overly concerned. The ship steamed ahead at 22 knots, and the line's Managing Director J. Bruce Ismay relished the idea of arriving in New York a day ahead of schedule.
On the night of April 14, wireless operator Phillips was very busy sending chatty passenger's messages to Cape Race, Newfoundland, whence they could be relayed inland to friends and relatives. He received a sixth ice-warning that night, but didn't realize how close Titanic was to the position of the warning, and put that message under a paperweight at his elbow. It never reached Captain Smith or the officer on the bridge.
By all accounts, the night was uncommonly clear and dark, moonless but faintly glowing with an incredible sky full of stars. The stars were so bright that one officer mistook the planet Jupiter (then rising just above the horizon) for a steamship light.
The sea was, likewise, unusually calm and flat, "like glass" said many survivors. The lack of waves made it even more difficult to spot icebergs, since there was no telltale white water breaking at the edges of the bergs.
At 11:40, a lookout in the crow's nest spotted an iceberg dead ahead. He notified the bridge and First Officer Murdoch ordered the ship turned hard to port. He signaled the engine room to reverse direction, full astern. The ship turned slightly, but it was much too large, moving much too fast, and the iceberg was much too close. 37 seconds later, the greatest maritime disaster in history began. During that night of heroism, terror and tragedy, 705 lives were saved, 1502 lives were lost, and many legends were born.
There are many books and online sources available for further information on the Titanic. It is worth noting that even the factual information about Titanic varies widely between the different sources. For all that is known and theorized about Titanic, it is in many ways still a mystery. Among the books are:
TITANIC, An Illustrated History, by Don Lynch and Ken Marschall, 1992
A NIGHT TO REMEMBER by Walter Lord, 1955
THE NIGHT LIVES ON by Walter Lord, 1986
THE STORY OF THE TITANIC AS TOLD BY ITS SURVIVORS edited by Jack Winocur, 1960 (containing "The Loss of the SS Titanic, Its Story and Its Lessons" by Lawrence Beesley, 1912, "The Truth about the Titanic" by Col. Archibald Gracie, 1913, relevant chapters from "Titanic and Other Ships" by Commander Charles Lightoller, 1935 and Asst. Marconi Operator Harold Bride's account as published in the New York Times of April 28, 1912.)
TITANIC - TRIUMPH & TRAGEDY by John P. Eaton and Charles Haas 1988 (second edition 1994)
U.S. Navy's AGOR 27: R/V Neil Armstrong
On March 29, the Ocean Class Auxiliary General Oceanographic Research (AGOR) vessel hull number 27 started its official life as the R/V Neil Armstrong, the first research vessel named after a space explorer. Carol Armstrong, the widow of the famed astronaut, performed the christening duties during a brief sunbreak on a windy and rainy Pacific Northwest afternoon.
The number of illustrious speakers highlighted the rich diversity of agencies involved in the design, construction and operation of the vessel. Dick Nelson, President of Dakota Creek Industries (DCI), the construction shipyard, spoke first followed by Chris Chuhran, VP of Guido Perla and Associates, Inc. (GPA), the Seattle-based Naval Architecture and Marine Engineering firm that partnered with DCI for the design and build project. Chuhran said even though the keel was laid in June of 2012, the entire process had actually taken several years from its earliest idea phase to today’s ceremony. The final detail design evolved over many months with frequent reviews by NAVSEA, the Office of Naval Research (ONR), the National Science Foundation (NSF) and the University National Oceanographic Laboratory System (UNOLS). On several occasions, DCI hosted review meetings attended by more than 40 people.
Rear Admiral Jonathan White, USN, said the R/V Neil Armstrong would help the Navy and the United States “…know the ocean better than anyone else,” much like Armstrong’s trip to the moon helped us know the lunar world.
Chief of Naval Research, Rear Admiral Mathew Klunder, declared it a “magnificent vessel” that was “made and designed for the future.”
Dr. Susan Avery, President and Director of Woods Hole Oceanographic Institution (WHOI) assured Mrs. Armstrong that her “husband’s legacy lives on in his namesake ship.” She described the ship as a “high-tech marvel” that is expected to perform its 40-year mission with distinction. The R/V Neil Armstrong will replace the R/V Knorr, in service since 1968, one year before Armstrong’s walk on the moon. The R/V Knorr, AGOR-15, is retiring after logging over one million miles in service to the Navy and WHOI.
Guests at DCI’s Transit Shed ceremony had only a short time to admire the sleek lines of the ship before tugs, taking advantage of the high tide, moved her back to the shipyard for completion of the interior systems.
Commissioning and finish work should be completed by August, followed by sea trials, after which the ship will then spend an additional six months in the Puget Sound area training the crews and adjusting the equipment before she heads for her new home port at WHOI in Massachusetts.
Initial vessel construction for the two-ship, $145-million-dollar project is funded by NAVSEA who will retain ownership of the vessel. Scientists from WHOI and around the world will be the primary users conducting year-round research in the North Atlantic and Arctic Oceans. WHOI will contribute $350,000 a year for maintenance and operation of the vessel.
Dr. Avery praised the modern design and ample computer lab space available on the R/V Neil Armstrong allowing scientists to analyze collected data in real time. She explained that the National Science Foundation (NSF) handles the complicated process of coordinating and scheduling research time on the ship. Pre-vetted, endorsed and funded projects are scheduled based on multiple factors; minimizing transit time, maximizing science time, matching and timing schedules and the number of days needed onboard. “Scheduling ship time in an integrated, inter-disciplinary way is a big planning effort,” said Dr. Avery. Research will include mapping of the seafloor, launching of buoys, ROVs and other equipment, studying how currents affect acoustic signatures, microbial content of the northern waters, discovering how climate change and sea level rise are impacting the North Atlantic, and how the ocean in turn impacts climate changes. The focus will be on the entire eco-system. The physics, biology and chemistry of the high latitude oceans will fall within the Neil Armstrong’s mission area.
Design Team
GPA was hired by DCI to provide a Basic Design during the Phase I NAVSEA design competition. When the team’s design was awarded the build contract in October 2011, GPA’s engineers and Naval Architects went to work on the detail design and production engineering. GPA collaborated with Siemens Marine for the propulsion and automation systems. Siemens will be designing, engineering, and commissioning the diesel electric and automation system.
GPA and DCI have partnered on projects in the past ranging from a Navy Sea Jet, an Advanced Electric Ship Demonstrator, to fire boats, ferries, tugs and trawlers. Both companies have worked on multiple Navy projects independently as well.
Shipyard
Dakota Creek Industries (DCI), located in Anacortes, Washington since 1975, began construction on AGOR 27 in mid-2012. The Navy exercised its option for a second vessel in February, 2012, and the shipyard began shifting its workload around to fit the second vessel into the schedule. Hollie Anthonysz, DCI Program Manager of vessel construction, said the shipyard’s first experience as the sole source on a military ship was positive and they are looking forward to the launch of the second ship.
DCI is a Puget Sound shipbuilding and repair facility specializing in steel and aluminum vessels up to 450 feet and 275 tons. Located in the deep waters of the Guemes channel, it offers a protected harbor with easy access to Pacific waters. Its facility includes a Syncrolift ship lift and a drydock.
Design Specifications
The vessels were designed for global operations in support of national security interests in the marine field, and other national oceanographic scientific endeavors. The ships are 238 ft in length overall, have a sustained speed of 12 kts, can stay at sea for a minimum of 40 days, and travel over 11,000 nautical miles without refueling.
In addition, they have the most modern scientific laboratory facilities and workshops afloat, high-tech computer and oceanographic equipment and hotel facilities to support 24 scientists and a crew of 20. They are built to ABS Under 90 Meter rules, and will be certified as A1, Circle E, AMS, ACCU, NIBS, Ice Class D0, and UWILD. The design is also compliant with 46CFR Subchapter U (Oceanographic Vessels).
Working deck space is a premium in oceanographic work. The AGOR vessels have 2,557 sq. ft. of clear deck space with 1,873 sq ft of that space on the open aft deck. Design specifications included being fully operational in Sea State 4 and able to handle dynamic positioning relative to a fixed position in Sea State 5 with a 35-knot wind and 2-knot current.
Additionally, the ship had to be as operationally quiet as possible. A great deal of ocean research involves listening. Excessive ship noise would negate that effort. GPA’s unique hull design meets the Bubble Sweepdown performance requirement of the original specifications by diverting bubbles away from the sensitive sonar area. Model tank tests performed in Poland confirmed the Phase 1 design efforts met the Navy’s exacting standards. Completing the noise dampening goal, designers chose systems, defined equipment locations and designed special installation methods with acoustics as a priority.
Equipment
DCI has teamed with a multitude of local, national and international vendors to outfit the ship with the best equipment available, meeting the various needs and requirements of the scientists for a quiet, efficient, fully integrated and highly resilient blue-water platform from which they can perform their experiments and studies.
Over the next two months, Siemens will be installing their new Blue system. This advanced, multi-drive, low-voltage system manages the speed of various AC propulsion motors controlling the propellers, stern thruster and bow thruster. The system provides enhanced reliability with multiple failsafe features, lower maintenance costs, increased efficiency, and increased operational ease for the crew. Reduced fuel consumption results in lower greenhouse gas emissions. Siemens is also supplying the majority of the electrical switchgear, the ACCU automation, and condition-based monitoring system.
The vessel uses four vibration-isolated Cummins QSK38-DM main generators providing a maximum of 3952 kW integrated electric power for all functions of the ship, including propulsion. The integrated diesel-electric plant allows for multiple generator configurations, ensuring the diesel engines operate at peak efficiency at all times.
A unique feature of the electric propulsion will be a “combinator” style control function integrating management of motor speed and propeller pitch on the Hundested-supplied Controllable Pitch Propellers.
Although fairly common in controllable pitch systems with direct drive diesels, use of the combinator control is unusual in variable-speed electric drive systems. The combinator increases operational flexibility by allowing the operator to set the propeller at its most efficient setting across a range of operations including heavy towing and cruising.
Design specifications were stringent for deck cranes and winches. They needed the capacity to load equipment weighing more than 20,000 pounds including the deployment of ROVs, buoys and other heavy equipment. The stern frame required a minimum of 12-foot inboard and outboard reach. As designed, the frame provides 15 feet of clearance above the deck and 27 feet of clear space between the block attachment points, all while maintaining a Dynamic Safe Working Load of 30,000 pounds through the full range of motion. Allied Marine supplied the stern frame along with the portable TK4-30 portable crane and the TK 70-70 aft-deck Main Crane. They also supplied the Motion Compensated CTD Handling System and the Starboard Side Handling Device, both of which
Plotter Mastery, May 15-19, at the Orlando Airbrush Getaway is a groundbreaking hands-on workshop that promises to reveal how the integration of plotters in art will substantially reduce your workload, improve your efficiency, and generate more money in the process. This can't-miss opportunity is for all artists and skill levels! Check out the details: bit.ly/ZebIYM
Bien que ce camion est doté d'une cabine Mack modèle MR, c'est un camion de la marque ''TOR'' (TOR Truck Corporation). Il est équippé avec un unité de pompage de béton de la cie Pompage Mega. Pierrefonds Québec, juillet 2014. Photo et info. de Murray Markanen.
Despite the fact that this truck is equipped with a Mack MR cab, this truck was manufactured by ''TOR'' (TOR Truck Corporation). It appears here with a concrete pump workload body. This unit is operated by ''Pompage Mega''. Pierrefonds Quebec, July 2014. Photo and info. Murray Markanen.
I'm over photography this week! I've been trying to edit/delete at every opportunity and now this weekend I've taken a bunch more and feel very annoyed that I've added to my workload!
I couldn't decide on the photo of the week. I polled the family who were no help, so I've had to make the tough decision myself. I might upload some alternatives yet!
This morning mum and I headed bright and early into Sheringham for a walk along the sea front and through town, and I enjoyed a mocha on the seafront. We got back after lunch and fell into a TV hole, before deciding to head into Beeston Heath, a favourite walk for mum and dad, and one from shortly before the events of last year. Anthony arrived late afternoon, and having not seen him before the various lockdowns, or the three of us together for a good long while, albeit the last time it would have been the four of us.
Tomorrow I'll head back home, and look forward to seeing Cat and Juliana after my longest time away from them for, in Juliana's case her lifetime, and Cat probably since I still worked in Essex in 2014.
I think I need some time off work this week, or perhaps some kind of mini workload to provide some distraction. There is, in any event, much to be doing in terms of life admin, as it were.
Hornby Trains' pre-1939 O-Gauge range of tinplate wagons included one advertising Fyffes' Bananas. The famous UK company operated a dedicated shipping line, Elders Fyffes, based in Southampton. As well as importing large tonnages pf bananas from various British West Indies colonies under controlled temperatures, Elders Fyffes' vessels carried passengers, enjoying a good reputation for comfort.
Banana imports ceased with the outbreak of World War II. Much of the Elders Fyffes' fleet was lost during the conflict. The resumption of banana imports after 1945 was celebrated as a welcome relief in a time of continuing austerity.
Although one of Britain's best-known brands, Fyffes was actually in US ownership throughout these times. That was still the case when I joined the Fyffes' payroll in January 1981. By that time, the US parent had changed its name from United Fruit Company to United Brands. The term "Banana Republic" stemmed from the old United Fruit's known interference in the governance of many of the fruit-growing countries of Central America.
Much of my own Fyffes' workload involved liaising with the United Brands' New York head office, seeking approval for various capital expenditures. We were kept on a short financial leash in the UK. The purchase of every single delivery vehicle required the parent company's sanction, for example. But Fyffes was a company I enjoyed working for. Our Mayfair offices were once the home of art collector Lord Duveen. I had many friendly colleagues and I liked the fact that our managers had all risen from the ranks, once selling bananas from the markets themselves. Alas, that tight financial leash prompted me to seek better remuneration elsewhere, more urgently after I had taken out a mortgage. Thus I left in July 1984. Just over a year later, United Brands sold Fyffes to new Irish owners, and the company was fundamentally reorganised, including the closure and sale of the old London HQ. But I have reason to continue to offer grateful thanks to Fyffes: each month, I receive a pension cheque. Today as then, they are a nice company to deal with.
Sometime in July, 1969, the Shriner's were scheduled to hold their national convention in Seattle. About three weeks or so before the convention was to begin, we heard (I may be imagining this part) a rumor that the maids were going to go out on strike. Anyway, two weeks before the convention was to begin, the maids did go on strike. Their union leaders had carefully timed the strike---the National Shrine convention is one of the biggest in the country, and Olympic Hotel was the headquarters for the convention.
If I remember correctly, the maids were making $1.80 per hour, and they were striking for $2.00 per hour. Almost certainly, that was more money than I was making as a dishwasher (if I still was a dishwasher---i might have been bumped back down to busboy). I doubt I had much sympathy for the maids. I had never really given any thought to what they did, or the conditions under which they did it. I don't remember ever talking to any of them. Were they black, or Hispanic (maid staffs in many hotels are made up of one ethnic grouping or another---in Florida, at a hotel where I worked, the maids were primarily from Hungary, because some temp agency had a pipeline there.) Maids often work under a fair amount of pressure---when the hotel is full, the number of rooms they have to clean goes up, and on heavy check-out days, their workload can increase dramatically, depending on how piggish a given set of guests might be. In Des Moines, at another hotel where I worked, a guest committed suicide in one of the rooms, in a particularly messy fashion. All the maids on that floor were from Central America (maybe only two or three people). They all quit, overnight. They said the floor was haunted. Being a maid and picking up after people, especially in a hotel with very high standards, can be stressful.
Anyway, I had little sympathy for the maids, or at least not enough. I had no intention of not working. However, having recently discovered my liberal credentials (I'm about to be unmasked in all my hypocritical glory), I had no wish to physically cross a picket line. I would imagine that a part of that was literal cowardice, or at least an unwillingness to expose myself to ridicule.
I needed the job, needed the money (otherwise I would have to return home)---what to do. There was a parking garage attached to the hotel where the guests parked. I could enter the parking garage, go up to the second level, and go in to the hotel at the entrance where the guests entered. Then I made my way down to the time clock and punched in---problem solved.
Yes, I'm back again. School is becoming more brutal in terms of the workload, so I haven't had much time to create that much that is new. However, I have started another large scale project; a 14-wide Noble M600. I would be working on the R34, but I've kinda lost some inspiration for it. At this stage, this may become my main focus. Although this isn't being made out of bits from the Industrial Revolution, it will feature the engine from a Volvo school bus.
(And yes, that R34 will be done eventually...)
Camion Ford LNT-8000 jaune (modèle de 1974), photographié au concessionaire ''Richler Truck Center'', sur Cote de Liesse à Montréal (Québec), janvier 1974. Cet achat par Murray Markanen ouvre le premier chapitre de la compagnie Mod-Con. Ce camion sera bientot transformé en béton mobile. Photo: Murray Markanen.
Yellow Ford LNT-8000 (1974 model) bare frame shot by Murray Markanen at Richler Truck Center dealership, on Cote de Liesse Road in Montréal Québec, January 1974. Murray Markanen purchased this truck for his new business. This purchase opened the first chapter of Mod-Con Construction Limited. The truck would be transformed into a concrete mobile unit with batching plant workload body.
If these vans remain stationary over the coming weeks and months remains to be seen, the Government hell bent on selling off one of the last pieces of family silver at any cost. The timing could be seen at critical especially with the huge workload looming in the coming Festive season. Remember our buying habits have changed with internet based shopping.
Quick! Buy your shares here!
Here a load a Peugeot Bippers are sitting in the Waterloo, Liverpool sorting office car park.
The Bipper is the its body and most components with the current Citroën Nemo and Fiat Fiorino.
They were developed jointly with Tofaş following a cooperation agreement signed on 31 March 2005. The vans are made on behalf of all the partners in Bursa, Turkey by Tofaş.
en.wikipedia.org/wiki/Badge_engineering
Turkey has a thriving automotive industry.