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I took a 24-megapixel jpeg that was 14 megabytes in size and exported it (using Gimp) as a zero-percent quality jpeg. This is the result. It is 295 kilobytes in size. (original jpeg here: flic.kr/p/KYikwr )
In 1937, the Imperial Japanese Navy issued a requirement for a replacement for the Mitsubishi A5M then entering service. The IJN wanted a carrier-capable fighter with a top speed of 300 mph, an endurance of eight hours, cannon armament, good maneuverability, with a wingspan less than 40 feet—the width of elevators on Japanese aircraft carriers. All of this had to be done with an existing powerplant.
Nakajima promptly declared that the IJN was asking the impossible and did not bother trying to submit a design. Mitsubishi’s chief designer, Jiro Horikoshi, felt differently and began working on a prototype. Using the Nakajima Sakae 12 as the powerplant, he lightened his design as much as physically possible, leaving off crew armor and self-sealing fuel tanks, and using a special kind of light but brittle duralumin in its construction. Though it delayed production, the wing and fuselage were constructed as a single piece for better durability. Using flush riveting also made for an aerodynamically clean design; it had a stall speed below that of any contemporary fighter at 70 mph. Its wide tracked landing gear also made it fairly simple to recover on both carriers and land on unimproved airstrips. Horikoshi had delivered, and the IJN accepted the new fighter into service in July 1940 as the A6M Rei-sen (Type 0), referring to the Imperial calendar date used by the Emperor of Japan; 1940 was Imperial year 2400. Both friend and foe would refer to the A6M simply as the Zero.
The Zero had its first combat encounter with Chinese Polikarpov I-16s in September 1940, a fighter that was the equal of the A5Ms and Ki-27s then in Japanese service, yet 13 Zeroes were easily able to handle 27 I-16s, shooting all of them down without loss in three minutes. Claire Chennault, the American advisor to the Chinese Nationalists, sent reports of this amazing new fighter to the United States, but he was ignored. The Allies would therefore learn of the Zero’s prowess first-hand on 7 December 1941 at Pearl Harbor. Making matters worse for the Allies was that the Zeroes they encountered were flown by IJN pilots, who were among the best in the world. Teaming elite pilots with a supremely maneuverable fighter was a deadly combination that seemed unstoppable in 1942, when Zeroes over New Guinea sustained a kill ratio of 12 to 1 over Allied opponents.
Even at this dark stage of the war for the Allies, however, their pilots were learning the Zero’s weaknesses. Hirokoshi’s sacrifices had given the Japanese an excellent and very long-ranged fighter (A6Ms regularly made the round trip between Rabaul and Guadalcanal in 1942), but it had come at a price. P-40 and F4F Wildcat pilots in China and the Pacific learned that the Zero, lacking any sort of armor or self-sealing fuel tanks, was very prone to catching fire and exploding with only a few hits. They also learned that the best defense against a Zero was to dive away from it, as Japanese pilots could not keep up with either the P-40 or the F4F in a dive, as it would tear their fragile fighter apart. While trying to dogfight a Zero was suicide, Allied pilots could use the vertical to their advantage. Japanese pilots also learned that the rifle-caliber 7.7mm machine guns in the Zero’s cowl were ineffective against armored Allied fighters, and the 20mm cannon often had poor fusing on the shells. The Allies gave the Zero the reporting name “Zeke,” while later models were codenamed “Hamp” and floatplane A6M2-Ns were codenamed “Rufe,” but most pilots continued to call it the Zero.
As World War II continued, the Allies began drawing on those lessons in fighter design, helped immensely when an intact A6M2 was captured in the Aleutians in summer 1942. First to arrive was the F4U Corsair, which still could not turn with the Zero but was faster and better in a climb; the second was the F6F Hellcat, which was also faster and better in the vertical, and could stay with the Zero in a sustained turn. The Allies also benefited from the Japanese losing so many experienced pilots in battles such as Midway and the Guadalcanal campaign: the IJN’s pilot replacement program was too selective, and could not replace the heavy losses of 1942 and 1943. Japanese industry was also slow to come up with a replacement for the A6M. As a result, by late 1943, the Zero menace had been reduced drastically. While the Zero was still deadly in the hands of a good pilot, these pilots were increasingly scarce by 1945.
Though Mitsubishi kept upgrading the Zero throughout World War II, the design simply was too specialized to do much with. By 1945, it was being used mainly as a kamikaze suicide aircraft, flown by half-trained former college students. While the kamikazes did a great deal of damage and killed thousands of Allied sailors, it was a desperation tactic that only lengthened a war that Japan had already lost. The Zero had exacted a price, however: it was responsible for the loss of 1550 Allied aircraft, a conservative estimate.
By war’s end, 10,939 A6Ms had been built and Mitsubishi was working on a replacement, the similar A7M Reppu. Of these, the aircraft that survived the war were mostly scrapped and few preserved, and no flyable aircraft were left; directors attempting to make World War II movies were forced to convert a number of T-6 Texan trainers to look something like Zeroes. A few have since been restored to flying condition. Today, about 17 Zeroes remain, though some are being recovered from wartime wreck sites and restored to museum display.
This A6M5 was built by Nakajima under license from Mitsubishi (note the propeller color) and was delivered to the 261st Kokutai of the Imperial Japanese Naval Air Force in July 1943, where it was given the tail number of 61-120. It was transferred to Saipan in March 1944, in anticipation of American landings in the Marianas later in the year. When US Marine troops overran Aslito airfield in June 1944, several Zeroes were captured intact, including 61-120. The Zeroes were shipped back to the United States, and 61-120 was extensively tested--it may have had more flight hours as a captured Zero than it had with the IJNAF; one of the test pilots was none other than Charles Lindbergh.
After World War II ended, the Navy no longer had any use for 61-120, so it was declared surplus. Planes of Fame was quick to acquire it in 1950, especially as most Zeroes had already been smelted down. As the aircraft was completely intact, it was made flyable in 1978, and at the time was the only flyable Zero. It has also made a few appearances in movies, notably "Pearl Harbor," where it was flown at very low level in some shots. As it is still powered by its original Sakae engine, 61-120 is considered the most complete A6M left in the world. I got to see it in May 2021.
PHOTO BY MARIA TRAN
Director: Corrie Chen
Writer: Corrie Chen, Lawrence Leung
Producer: Bryony McLachlan
Director of Photography: Johnny Maloney
Fight Choreography: Dong Tam Martial Arts
CAST
Lawrence Leung
Maria Tran
Andy Minh Trieh
Vyom Neha Sharma
Model: Kimberley Åhage
Franchise: Metroid
Character: Samus Aran
Outfit: Zero Suit
Photographer: Fredrik Bergholtz
Impressions at the session Zero Days VR, at the Annual Meeting 2018 of the World Economic Forum in Davos, January 23, 2018
Copyright by World Economic Forum / Mattias Nutt
Fukuoka Tower ZERO illumination.
eradication campaign of driving under the influence.
福岡タワー
飲酒運転「０」イルミネーション
Pepsi Zero Peach is a limited-edition peach-flavored Pepsi made specially for the 2025 Osaka Expo, and the only place in the world it's available is in the Kansai region of Japan. We didn't know that when we found it in a vending machine along the Philosopher's Path, we just knew we had to try it. It tasted kind of like a mix of Pepsi and Snapple peach iced tea and it wasn't bad. I'm glad we gave it a try, because didn't find it anywhere else that whole week!
The Commemorative Air Force's first involvement in "TORA! TORA! TORA!" activities dates back before the movie of the same name. Early in January, 1967, the CAF was contacted by Elmo Williams of 20th Century Fox Film Corporation about the availability of certain types of aircraft for the movie. Since there were no Japanese aircraft available (they had all been destroyed after WWII), the CAF helped locate the North American AT-6 and Vultee BT-13 aircraft that would be used to create the replica Japanese aircraft used in the movie.
The Zero fighters would be made by modifying AT-6 aircraft. The Kate torpedo bombers would be created by modifying and joining AT-6 and BT-13 aircraft with lots of stretching and modifying of both types.
After the movie was completed, the replica Japanese aircraft were destroyed, placed in storage or put up for sale. In October, 1971, six of the replica Japanese aircraft were donated to the CAF.
7 minute exposure with a Zero Image pinhole camera. Taken After a long day of mushroom picking and raiding hot springs!
Origen del Nombre
En la epoca en que se estaba desarrollando el tercer prototipo del caza japones, a los modelos producidos para la aviacion naval se les asignaba los números de tipo basados en el último número del año japones corriente, y como 1940 era el año 2600 en el calendario japonés, la serie A6M fue conocida como Zero .
La Invencibilidad Japonesa
Para los Japoneses el Zero era todo lo que el Spitfire representó para la nación Britanica. Simbolizaba la conducta de la guerra de Japon. El caza Zero marcó el inicio de una nueva época en la aviación naval de guerra. Fue el primer caza basado en un portaaviones capaz de vencer a sus oponentes basados en tierra. Creó un mito, el mito de la invencibilidad japonesa en el aire. Mito bajo el cual los propios Japoneses caerían víctimas como resultado de la casi total destrucción del poder aereo aliado en los primordios de la guerra del Pacifico. En su época el Zero era el mejor caza de combate basado en portaaviones, y su aparición sobre Pearl Harbor vino como una completa sorpresa para las fuerzas americanas.
Diseño
El zero fue originalmente concebido como reemplazo del caza Mitsubishi tipo 96 (A5M), el primer monoplano de la marina japonesa. En Octubre 5 de 1937, la marina japonesa entregó sus requerimientos a las compañías Mitsubishi y Nakajima para un nuevo caza con una velocidad máxima de 310 m.p.h, la habilidad de subir a 9,840 pies en 3.5 minutos, maniorabilidad y autonomía excediendo cualquier caza existente y un armamento de dos cañones y dos ametralladoras. Estas demandas estabas por lejos en exceso de cualquier pedido solicitado a la industria aerea japonesa, y considerando estos pedidos poco realistas, la compañía Nakajima se retiró del proyecto luego después de una reunión de diseñollevada a cabo en la ciudad de Yokosuka el 17 de Enero de 1938. La Mitsubishi sola aceptó la tarea de cumplir con los requerimientos del "12-Shi" (doceavo año del reinado Showa) como era conocido el proyecto, y el trabajo de diseño inició bajo la dirección de Jiro Horikoshi, jefe de diseño de la Mitsubishi Jukogyo K.K.
El motor escogido fue el Mitsubishi MK2 Zuisei 13, un motor radial de 14 cilindros con 780 HP, mas tarde conocido dentro del sistema unificado de designacón JNAF/JAAF como el Ha.31/13. Este motor fue escogido debido a su poco peso y pequeño diámetro, y se le colocó una hélice de velocidad constante de dos aspas. Extremo cuidado se le dió al peso estructural debido a que la maniobrabilidad estaba diractamente relacionada al peso de las alas, y se hizo extensivo uso del Duraluminio Extra Super, una resistente y leve aleación desarrolada para aviones por la Sumitoma Metal Industry Company. El trabajo con el prototipo progresó rápidamente, y los cambios solicitados despues de las inspecciones del diseño 12-shi el 17 de Abril y 11 de Julio de 1938 fueron progresivamente incorporados.
Prueba del Primer Prototipo
El 16 de Marzo de 1939, en la planta Mitsubishi de Nagoya, el primer prototipo fue terminado. Pruebas del motor fueron conducidas en Marzo 18, y la aeronave fue transferida a la base aeronaval de Kasumigaura para la prueba de vuelo. Aquí, el 1ro de Abril de 1939, uno de los pilotos de prueba de la Mitsubishi, Katsuzo shima, voló el nuevo caza por la primera vez. El vuelo fue un inmediato suceso, siendo el único problema que se presentó el de los frenos de las ruedas, el sistema de aceite, y una tendencia pequeña a vibrar. Las pruebas siguientes indicaron que la vibración podía ser controlada mediante el uso de una hélice de mayor tamaño del tipo de tres aspas. El prototipo fue aceptado por la marina el 14 de Septiembre de 1939, como el Caza de Portaaviones A6M1, y mientrastanto, un segundo prototipo se había terminado, pasando las pruebas de vuelo del fabricante el 18 de Octubre de 1939, aceptándose por la marina una semana despues. Ambos prototipos A6M1 cargaban dos cañones de 20mm en las alas y dos ametralladoras de 7.7mm en la parte superior del fuselaje.
Mientras las pruebas del A6M1 continuaban, un nuevo motor pasó las pruebas de la marina, el Nakajima NK1C Sakae 12 de 925 HP, que era ligeramente mayor y mas pesado que el Zuisei. La marina decidió instalar este motor en el tercer prototipo que sería conocido como A6M2.
New orange branding on Oregon’s West Coast Electric Highway stations means upgrades! All 44 EV charging stations on the highway will receive upgrades in 2022. The upgrades will add more charger types and update existing ones to serve a wider range of electric vehicles, according to EV Charging Solutions, owner/operator of the WCEH stations in Oregon.
The Mitsubishi A6M Zero was a lightweight fighter aircraft operated by the Imperial Japanese Navy Air Service (IJNAS) from 1940 until the final days of the war in 1945. It was by far the most famous and widely used aircraft in Japanese military aviation history. The origin of its official designation was “A”, signifying a fighter, and “6”, signifying the sixth model built by Mitsubishi “M.”
It is universally known as the “Zero” from its Japanese Navy designation, Type “0” Carrier Fighter, taken from the last digit of the Imperial year 2600 (1940) when it entered service. In Japan, it was unofficially referred to as both “Rei-sen” and “Zero-sen;” Japanese pilots most commonly called their planes “Zero-sen.” The official Allied code name for the type was “Zeke” in keeping with the practice of giving boys’ names to Japanese fighters, girls’ names to bombers, bird names to gliders, and tree names to trainers.
It was a modern monoplane for the time, capable of speeds over 300mph, yet its low landing speed also made it suitable for carrier operations. Everything about its design and construction emphasized lightness, simplicity, and utility. The first Zero was flown in April 1939 and went into regular service with the Japanese Navy in July 1940. A total of 10,450 examples were produced from 1939 to 1945, more than any other type of Japanese military aircraft. The Zero played a crucial role in nearly every Japanese naval operation of the war, from Pearl Harbor all the way through to the Japanese surrender in August of 1945. Even though it was considered obsolete after 1943, the aircraft continued in production until the last days of the war.
Since most of Japan’s carrier fleet had been sunk by 1944, the Japanese Navy ordered new Zero models designed with more reliable bomb racks to fulfill the mission of dive bombing and to operate from smaller carriers. The Model 63, with a special bomb rack, a reinforced tailplane, and 350-liter wing drop tanks, entered production in May 1945. However, with no aircraft carriers available at this time, most of the surviving Zeros were converted into Kamikaze or suicide attack planes. In the last months of the war, the A6M7 was the final line of defense of the home islands, assuming the additional role of night fighter.
This Zero, built sometime in 1945, was transported from the Yokohama Naval Air Station in Japan at the end of hostilities aboard the carrier USS Wasp (CV-18), and stored at the U.S. Naval Air Station at Willow Grove, PA. In 1962, it was acquired by the National Air and Space Museum and then, in turn, sent to the Bradley Air Museum in Connecticut for restoration, but storm damage to the museum prevented this from happening. The aircraft was then loaned to the San Diego Air and Space Museum, where it arrived dismantled and in boxes in March of 1981. Museum volunteers spent over 12,000 hours restoring the plane, which has been on display in the WWII gallery since April of 1984. It is currently on permanent loan from the National Air and Space Museum. Before my visit, I had little to no idea that this model of the Zero even existed!
ZERO- konferansen arrangeres av den norske miljøstiftelsen Zero Emission Resource Organization (ZERO). Foto: Eirik Helland Urke
Der größte JVC lautsprecher der Welt..........ob es irgendeinen Menschen ausserhalb Japans gibt der dieses Monstrum besitzt wage ich arg zu bezweifeln.
Diese Lautsprecher sind praktisch unendlich selten, es finden sich auch fast keine Infos darüber im Netz.
Arne Olsen, NVE. ZERO- konferansen arrangeres av den norske miljøstiftelsen Zero Emission Resource Organization (ZERO). Foto: Eirik Helland Urke
In the nihilistic aftermath of the Towers' levelling to the ground, `Zero' swiftly became the hottest buzzword in advertising and marketing. From the heat of twisted metal to the iciness of suicidal slimming: Zero Coke's non-calory promise of air-conditioned disappearance. Bodies at the service of image. Whether plunging downwards from the ninetieth floor of a skyscraper, their flesh briefly made spectacle and almost immediately removed from circulation for being too real, too close to home. Or, as skeletons at a celebrity matinee, only made flesh by dint of the ten pounds of weight that press or flashlit photography adds to any body soon to be sacrificed to oblivion.
ZERO- konferansen arrangeres av den norske miljøstiftelsen Zero Emission Resource Organization (ZERO).
Golden Gate Bridge Battery Spencer Winter Solstice Sunrise San Francisco California Fine Art Fuji GFX100 Landscape Photography! Ocean Art Seascape! Elliot McGucken Master Medium Format Landscape Nature Photography Fuji GFX 100 & Laowa 17mm f/4 Ultra-Wide GFX Zero-D Lens for GF
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DOT's Vision Zero Street Team took the Brooklyn to educate drivers (and pedestrians and cyclists) to #Drive25 at Atlantic Ave and Washington.
ZERO- konferansen arrangeres av den norske miljøstiftelsen Zero Emission Resource Organization (ZERO).
A couple posing for wedding photographs by Kanazawa castle with the sakura in full bloom by the moat. They were more than happy to pose for photographs as well as taking their official shots. The photographer was fascinated by the pinhole camera but didn't speak any English (and I don't speak any Japanese)...sign language worked well though.
If you want to see more of my pinhole images from Japan then I've produced a zine, which you can find here.
Zero Image 6x9 MF loaded with Fuji Reala 100.
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Team Gledespatruljen, P4 with Eigil Andersen and his lucky listner Atle Thoresen un Zero Rally 2011.
Here in Lysgårdsbakken in Lillehammer while broadcasting live from the car.
Foto: Eirik Helland Urke
I think this is Takayama...in fact I am fairly sure it is Takayama but to be honest it is almost 2 years since I made this shot. So...yes...its another one from the archives. I now find that I really like the maple despite the lack of interest in the sky.
Zero Image 6x9 MF loaded with Fuji Reala 100 (that's the only film I shot then...still love it).
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Millie's friend Zero.
Just found this site. tropicalglen.com/ Plays many years from Andrews Sisters into the 80s. Plays entire song. Showtunes, MTV era. etc tropicalglen.com/
This blue colour dominates the Jardin Majorelle in Marrakech, most of walls, and villa itself are painted in the same shade.
Zero Image 6x9 MF loaded with Kodak Portra 400. Exposure time 1 minute.
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