tag:blogger.com,1999:blog-77699855483273526142024-03-23T03:14:47.470-07:00The Awesome AlwaysAnonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.comBlogger1188125tag:blogger.com,1999:blog-7769985548327352614.post-66830555114807811872014-03-10T16:51:00.000-07:002014-03-13T07:37:20.614-07:00RNZAF P3 Orion Joins search for Malaysia Aircraft<h2 style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">RNZAF Joins search for Malaysian Aircraft</h2><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">A New Zealand Air Force P3 - K Orion is joining the international effort to find a missing Malaysia Airlines Boeing 777 lost over the South China Sea.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px; text-align: center;"><img height="267" src="http://img.photobucket.com/albums/v125/drinkoften/JHM/NZ4201P3K2RNZAF5SqOhakea20120331.jpg" width="400" /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Helvetica, Arial, sans-serif; line-height: 16.200000762939453px;"><br /></span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">The maritime surveillance aircraft left Auckland last night and is now heading to Butterworth near Penang in Malaysia.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">Prime Minister John Key said it would work with two Australian Orions and search the sea north of Malaysia.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">"Much remains unclear about what has happened to the flight," he said.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">"New Zealand wants to do its part in the search and rescue effort to locate the aircraft.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">"While we are aware the hope for positive news is fading, our thoughts remain with the family members of those who were on the flight, particularly the families of New Zealanders Paul Weeks and Ximin Wang."</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">Meanwhile Auckland International Airport said it had increased security checks around the daily Malaysian Airlines' flights.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">A spokesman said the airline ordered extra security for their passengers.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">It includes an additional screening of all passengers after check-in and just prior to boarding.</span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="font-family: Arial, Helvetica, sans-serif;">It is one step up on the procedures adopted for flights to the United States which involves only random screening at the boarding gate.</span></div><span style="background-color: white; font-size: 12px; line-height: 18px;"><span style="font-family: Arial, Helvetica, sans-serif;">An airport spokesman said the new checks had not caused any delays or additional time for passengers.</span></span><br /><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">The Royal New Zealand Air Force (RNZAF) has accepted the first of six upgraded P-3K2 Orion maritime patrol aircraft into service with No 5 Squadron. </span></span></div><div style="background-color: white; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><span style="line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">I suspect making this aircraft available is also a test of its operational capability: </span></span></div><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">The RNZAF operates 6 Orions, upgraded to the K2 standard: </span></span><br /><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">Formal Introduction into service ceremony was conducted at Whenuapai Air Force Base in Auckland on 2 May 2011. </span></span><br /><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px;"><br /></span><div style="text-align: center;"><img alt="alt" src="http://www.defenceweb.co.za/images/stories/P-3_handover_400.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><span style="font-size: xx-small;">Photo RNZAF</span></div><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px;"><br /></span><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">Orion NZ 4204 (the prototype P-3K2) returned to New Zealand in late April 2011, after being in Texas, United States, since 2005 for the P-3 Mission Systems Upgrade Project. The project will see all six New Zealand Orions re-equipped with an airborne surveillance and Response Capability. According to the chief of the air force Air Vice-Marshal Peter Stockwell, this capability is “up with the very best”.</span></span><br /><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 12px; line-height: 16.200000762939453px;">The scope of this project includes the replacement of the data management system, sensors, communications and navigation systems, and the provision of associated ground systems.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">According to the RNZAF, the upgraded P-3K2 Orion introduced a fundamental change to the operation of the Orions as they transition from a Maritime Patrol Force to an airborne Surveillance and Response Force. This change is significant because the focus of the operations will include overland operations as well as traditional maritime operations.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The production phase of the project saw the five remaining Orions cycle through Safe Air’s facilities at Blenheim, New Zealand, to be stripped internally, re-wired and re-equipped with new mission systems.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">Orion NZ 4201 was in Blenheim at the time, and the upgrade of that aircraft was well advanced. At the rate of about one every six months, by 2014 the RNZAF will have a fleet of six P-3K2 Orions all newly equipped with 21st century surveillance and communications systems, the RNZAF says.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">Air Vice-Marshal Peter Stockwell foresees a very exciting time for the RNZAF, as operational testing and evaluation begins. “Our goal now is the delivery of the capability as rapidly as possible. I believe our P-3K2 Orions will be better equipped than ever to support Defence Force operations world-wide and other government agencies closer to home.”</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The project’s origins lay with the 2001 Maritime Patrol Review. At that time the P-3s had a mix of 1960s and 1980s equipment. Built new as P-3Bs in 1966 (New Zealand was then was the first country outside of the USA to operate Orions), the fleet had already been modernised in 1982 under Project Rigel, which saw some of the mission systems replaced and upgraded.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">In 2000, Project Kestrel saw the fleet structurally renewed to extend their life. But the aircrafts’ tactical capability was limited, and affected by hard-to-support older systems. As well, international air traffic control standards were changing and there was the continual need to remain interoperable with New Zealand’s partners, particularly Australia.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">In October 2004 the Crown signed a contract with L-3 Communications Integrated Systems to upgrade the aircraft at a cost of NZ$373 million.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The aircraft had been due to return to New Zealand in late 2008, but the programme encountered delays due to concerns over stall performance, issues with its digital indicated airspeed display during take-offs and a periodic yaw problem. Furthermore, the prototype was not allowed to fly for six months last year after loose fasteners were discovered on its wing straps, Flight International reports.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">Under the original plans, work on all six aircraft was to have been completed by September 2010. </span></span><br /><span style="font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></span><span style="font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">Following its arrival back in New Zealand the prototype aircraft underwent a period of scheduled Depot Level Maintenance (DLM) before returning to 5 Squadron at RNZAF Base Auckland in September 2011. In Blenheim, the first production airframe, NZ4201, commenced its modification with SAL in June 2009 and was delivered back to the Crown in March 2012. The second production aircraft, NZ4205, joined the programme with SAL in April 2011 and was delivered to the Crown in September 2012. The third production aircraft, NZ4203, inducted into upgrade in March 2012, was delivered to the Crown in May 2013. The four delivered upgraded aircraft (NZ4201, NZ4203, NZ4204 and NZ4205) are based at RNZAF Base Auckland on 5 Squadron. </span></span><br /><span style="font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></span><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 12px; line-height: 16.200000762939453px;">Initially these airframes were utilised to conduct Operational Testing and Evaluation (OT&E) and ground and aircrew training. In the second quarter of 2012 the first of two P-3K2 transition courses commenced to train the P-3K aircrews onto the P-3K2. Transition training of all No. 5 Squadron air and ground crews is now complete and following the achievement of operational and technical airworthiness requirements, a release of an initial operational capability was declared in the first quarter of 2013. This initial capability focuses on Search and Rescue response and surveillance of New Zealand’s EEZ and territorial waters.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">New Zealand industry participation was always intended for the project and Safe Air of Blenheim is the key sub-contractor in the production phase. </span><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">Modifications were made to the P-3’s communications, navigation, surveillance, flight planning and data management systems while the flight deck was improved.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The RNZAF is also upgrading its five C-130 Hercules transports. A contract was signed with with L3 Communications to complete the air force's C130 life extension program. The latter includes the refurbishment of the aircrafts' centre wings, refurbishment or replacement of other structural components, a major rewire, replacement of avionics systems, flight management, autopilot and navigation and communication suites. This will ensure that the aircraft continue to comply with evolving air traffic control regulations worldwide.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The Royal New Zealand Air Force welcomed the return of the first of its modernised C-130s in 2010 last year. </span></span><br /><span style="font-family: Arial, Helvetica, sans-serif;"><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;"><br /></span></span><span style="font-family: Arial, Helvetica, sans-serif;"><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">No. 40 Squadron who operates the C-130s, will be able to utilise the aircraft in the many roles undertaken for the government and New Zealand, including tactical air transport, disaster relief and civil defence support, aeromedical transport and support to the New Zealand Antarctic program.</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The RNZAF also recently unveiled the first of its new Agusta Westland A109 LUH Light Utility Helicopters. </span></span><br /><br /><br /><div style="text-align: center;"><img height="266" src="http://i31.photobucket.com/albums/c391/Sean1552/NZ3403_3321_MountainsSmall.jpg" width="400" /></div><div style="text-align: center;"><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px; text-align: start;"><br /></span></div><div style="text-align: center;"><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px; text-align: start;">Agusta Westland A109 LUH - </span><span style="font-family: Helvetica, Arial, sans-serif;"><span style="font-size: 12px; line-height: 16.200000762939453px;">photo RNZAF</span></span></div><div style="text-align: center;"><br /></div><span style="font-family: Arial, Helvetica, sans-serif;"><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">The new helicopters represent the start of a significant leap in technology for the Air Force's Rotary Wing. "The three helicopters are the first of five A109LUH to replace the Bell 47 Sioux,” he said. "The A109LUH is part of a Defence Force helicopter training system that includes computer based training, a procedural trainer and simulator. This provides a cost effective means of training aircrew prior to operational conversion onto the NH90 or SH2G helicopters.”</span><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><br style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;" /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;">Five A109s were ordered in 2008 and are scheduled to be in service before the end of the year. The government announced last year it was ordering another three. The new A109s will be used for training, light utility tasks in support of the other services and government agencies.</span></span><br /><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px;"><br /></span><div style="text-align: center;"><img height="266" src="http://i31.photobucket.com/albums/c391/Sean1552/20110301_WN_M19193_0004.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><span style="font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px;">NH90 photo - RNZAF</span></div><span style="background-color: white; font-family: Helvetica, Arial, sans-serif; font-size: 12px; line-height: 16.200000762939453px;"><br /></span><br /><span style="background-color: white; font-size: 12px; line-height: 16.200000762939453px;"><span style="font-family: Arial, Helvetica, sans-serif;">Number 3 Squadron operate the A109LUH and NH90 helicopters. The RNZAF has eight NH90s on order in total.</span></span>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-78492341528063152252014-03-09T19:55:00.000-07:002014-03-13T07:37:20.643-07:00Air Malaysia MH370 Disappears<br /><h2>Malaysia Airlines Flight MH370 Disappears</h2>Theories abound, and possible traces,possibly a door ? is found<br />Original Article Scott Mayerowitz, with my own comments<br /><br />Having just recently been bumped off a Malysian airlines Boeing 777 flight for my daughter not having a passport with 6 months' validity, I find it bizarre that 2 false or stolen passports were used to gain entrance onto flight MH370. Malaysia seemed so inflexible on passport issues! Was this oversight the undoing of MH370?<br /><br />I today had a discussion about this with one of my patients, a retired military (A6 Skyhawk) pilot and ATC expert. His opinion is that a sudden calamity overtook the plane. Either an explosion or a massive structural failure. The other options should have triggered a mayday response, which, as he says: " Is just the flick of a thumb away."<br /><br /><br /><br /><img src="http://static.stuff.co.nz/files/Boeing777.jpg" height="640" width="460" /><br /><br />The most dangerous parts of a flight are takeoff and landing. Rarely do incidents happen when a plane is cruising 11 kilometres above the earth.<br /><br />So the disappearance of a Malaysia Airlines jet well into its flight on Saturday morning over the South China Sea has led aviation experts to assume that whatever happened was quick and left the pilots no time to place a distress call.<br /><br />It could take investigators months, if not years, to determine what happened to the Boeing 777 flying from Malaysia's largest city of Kuala Lumpur to Beijing. (If at all)<br /><br />"At this early stage, we're focusing on the facts that we don't know," said Todd Curtis, a former safety engineer with Boeing who worked on its 777 wide-body jets and is now director of the Airsafe.com Foundation.<br /><br />Military radar indicates that the missing Boeing 777 jet may have turned back before vanishing, Malaysia's air force chief said Sunday as authorities were investigating up to four passengers with suspicious identifications. The revelations add to the mystery surrounding the final minutes of the flight. Air force chief Rodzali Daud didn't say which direction the plane veered when it apparently went off course, or how long it flew in that direction, Some of the information it had was also corroborated by civilian radar, he said.<br /><br />If the information about the U-turn is accurate, that lessens the probability that the plane suffered a catastrophic explosion but raises further questions about why the pilots didn't signal for help. If there was a minor mechanical failure - or even something more serious like the shutdown of both of the plane's engines - the pilots likely would have had time to radio for help. The lack of a call "suggests something very sudden and very violent happened", said William Waldock, who teaches accident investigation at Embry-Riddle Aeronautical University in Prescott, Arizona.<br /><br />It's possible that there was either an abrupt breakup of the plane or something that led it into a quick, steep dive. Some experts even suggested an act of terrorism or a pilot purposely crashing the jet.<br /><br />"Either you had a catastrophic event that tore the airplane apart, or you had a criminal act," said Scott Hamilton, managing director of aviation consultancy Leeham Co. "It was so quick and they didn't radio."<br /><br />No matter how unlikely a scenario, it's too early to rule out any possibilities, experts warn. The best clues will come with the recovery of the flight data and voice recorders and an examination of the wreckage. US investigators from the FBI, the National Transportation Safety Board and the Federal Aviation Administration and experts from Boeing were heading to Asia to assist in the investigation.<br /><br />A massive international sea search has so far turned up no confirmed trace of the jet, though Vietnamese authorities said late Sunday that a low-flying plane had spotted a rectangular object in waters about 90 kilometres south of Tho Chu island, in the same area where oil slicks were spotted Saturday. The state-run Thanh Nien newspaper said, citing the deputy chief of staff of Vietnam's army that searchers had spotted what appeared to be one of the plane's doors.<br /><br />Airplane crashes typically occur during takeoff and the climb away from an airport, or while coming in for a landing, as in last year's fatal crash of an Asiana Airlines jet in San Francisco. Just 9 per cent of fatal accidents happen when a plane is at cruising altitude, according to a statistical summary of commercial jet airplane accidents done by Boeing.<br /><br />Captain John M Cox, who spent 25 years flying for US Airways and is now chief executive of Safety Operating Systems, said that whatever happened to the Malaysia Airlines jet, it occurred quickly. The problem had to be big enough, he said, to stop the plane's transponder from broadcasting its location, although the transponder can be purposely shut off from the cockpit.<br /><br />One of the first indicators of what happened will be the size of the debris field. If it is large and spread out over tens of miles, then the plane likely broke apart at a high elevation. That could signal a bomb or a massive airframe failure. If it is a smaller field, the plane probably fell from 35,000 feet (10,500 metres) intact, breaking up upon contact with the water.<br /><br />"We know the airplane is down. Beyond that, we don't know a whole lot," Cox said.<br /><br />The Boeing 777 has one of the best safety records in aviation history. It first carried passengers in June 1995 and went 18 years without a fatal accident. That streak came to an end with the July 2013 Asiana crash. Three of the 307 people aboard that flight died. Saturday's Malaysia Airlines flight carrying 239 passengers and crew would only be the second fatal incident for the aircraft type.<br /><br />"It's one of the most reliable airplanes ever built," said John Goglia, a former member of the US National Transportation Safety Board.<br /><br /><br /><div style="text-align: center;"><img alt="MH370" src="http://static2.stuff.co.nz/1394406514/386/9810386.jpg" height="400" width="332" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">An object, possibly a door is found by search aircraft</div><div style="text-align: center;"><br /></div>Some of the possible causes for the plane disappearing include:<br /><br />A CATASTROPHIC STRUCTURAL FAILURE<br /><br />Most aircraft are made of aluminium which is susceptible to corrosion over time, especially in areas of high humidity. But given the plane's long history and impressive safety record, experts suggest that a failure of the airframe, or the plane's Rolls-Royce Trent 800 engines, is unlikely.<br /><br />More of a threat to the plane's integrity is the constant pressurisation and depressurisation of the cabin for takeoff and landing. In April 2011, a Southwest Airlines Boeing 737 made an emergency landing shortly after takeoff from Phoenix after the plane's fuselage ruptured, causing a 1.5m tear. The plane, with 118 people on board, landed safely. But such a rupture is less likely in this case. Airlines fly the 777 on longer distances, with many fewer takeoffs and landings, putting less stress on the airframe.<br /><br />"It's not like this was Southwest Airlines doing 10 flights a day," Hamilton said. "There's nothing to suggest there would be any fatigue issues."<br /><br />BAD WEATHER<br /><br />Planes are designed to fly through most severe storms. However, in June 2009, an Air France flight from Rio de Janeiro to Paris crashed during a bad storm over the Atlantic Ocean. Ice built up on the Airbus A330's airspeed indicators, giving false readings. That, and bad decisions by the pilots, led the plane into a stall causing it to plummet into the sea. All 228 passengers and crew aboard died. The pilots never radioed for help.<br /><br />In the case of Saturday's Malaysia Airlines flight, all indications show that there were clear skies.<br /><br />PILOT DISORIENTATION<br /><br />Curtis said that the pilots could have taken the plane off autopilot and somehow went off course and didn't realise it until it was too late. The plane could have flown for another five or six hours from its point of last contact, putting it up to 4800km away. This is unlikely given that the plane probably would have been picked up by radar somewhere. But it's too early to eliminate it as a possibility.<br /><br />FAILURE OF BOTH ENGINES<br /><br />In January 2008, a British Airways 777 crashed about 300m short of the runway at London's Heathrow Airport. As the plane was coming in to land, the engines lost thrust because of ice buildup in the fuel system. There were no fatalities.<br /><br />Loss of both engines is possible in this case, but Hamilton said the plane could glide for up to 20 minutes, giving pilots plenty of time to make an emergency call. When a US Airways A320 lost both of its engines in January 2009 after taking off from LaGuardia Airport in New York it was at a much lower elevation. But Captain Chesley B. "Sully" Sullenberger still had plenty of communications with air traffic controllers before ending the six-minute flight in the Hudson River.<br /><br />A BOMB<br /><br />Several planes have been brought down including Pan Am Flight 103 between London and New York in December 1988. There was also an Air India flight in June 1985 between Montreal and London and a plane in September 1989 flown by French airline Union des Transports Ariens which blew up over the Sahara.<br /><br />HIJACKING<br /><br />A traditional hijacking seems unlikely given that a plane's captors typically land at an airport and have some type of demand. But a 9/11-like hijacking is possible, with terrorists forcing the plane into the ocean.<br /><br />PILOT SUICIDE<br /><br />There were two large jet crashes in the late 1990s - a SilkAir flight and an EgyptAir flight- that are believed to have been caused by pilots deliberately crashing the planes. Government crash investigators never formally declared the crashes suicides but both are widely acknowledged by crash experts to have been caused by deliberate pilot actions.<br /><br />ACCIDENTAL SHOOT-DOWN<br /><br />There have been incidents when a country's military unintentionally shot down civilian aircraft. In July 1988, the United States Navy missile cruiser USS Vincennes accidentally shot down an Iran Air flight, killing all 290 passengers and crew. In September 1983, a Korean Air Lines flight was shot down by a Russian fighter jet.<br /><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-62074512721250306392014-03-02T20:13:00.000-08:002014-03-13T08:10:24.755-07:00SHOPPING CAPITOL HILL WITH THE WASHINGTON POSTIt was thrilling this week to see <i>The Washington Post's </i>Home & Design section feature Capitol Hill, usually associated with the halls of power, and not the halls of family houses. <i>WaPo </i>reporter Jura Koncious teased out some of the best places to find great home goods in <a href="http://www.washingtonpost.com/lifestyle/home/destination-design-capitol-hill/2014/02/26/497569fc-89e4-11e3-916e-e01534b1e132_story.html" target="_blank">"Destination Design: Capitol Hill"</a> (and kindly noted a few of my own favorites). Click through to read her highlights of shops in and around Eastern Market and the adjoining weekend flea, and start making your list<span style="background-color: white; color: #333333; font-family: 'Lucida Grande', 'Lucida Sans Unicode', Helvetica, Arial, Verdana, sans-serif; font-size: 13px;">—</span>this is the time to dream about where you'll go and what you'll buy when spring finally breaks through!<br /><div><br /></div><div>Aside from shopping, Capitol Hill has some incredible interior design. This stunningly revamped row house was designed by architect <a href="http://www.thorsenconstruction.us/showcase/custom-homes-additions/Capitol%20Hill" target="_blank">Frederick Taylor</a>, and makes exquisite use of the often cramped spaces of the Hill's narrow homes. It was particularly clever to cede lawn space for an addition, then add further outdoor space on the second story and roof (hat tip to blog <a href="http://mynottinghill.blogspot.com/2013/10/a-capitol-hill-renovation.html" target="_blank">Notting Hill </a>for first highlighting this great place).</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUcjF2LFS_KoLYApoObrH7oAlfBz3tQ41PWfL03yBzjjUi7wL3Sy6zrYagzR8rI2tWlnmqpY6OpYq0UFAAagnJyNdpPQxMovuA0piw-aqBGSpOw45ry2_VsUOKoybWImiuLdtyWGH_JLo/s1600/Screen+Shot+2014-03-02+at+10.32.47+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUcjF2LFS_KoLYApoObrH7oAlfBz3tQ41PWfL03yBzjjUi7wL3Sy6zrYagzR8rI2tWlnmqpY6OpYq0UFAAagnJyNdpPQxMovuA0piw-aqBGSpOw45ry2_VsUOKoybWImiuLdtyWGH_JLo/s1600/Screen+Shot+2014-03-02+at+10.32.47+PM.png" height="422" width="640" /></a></div><div><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPKLgNZlrUoT0YwK4CCMfYTFkMSYUQ1HiITGy44IKWD95GBc0NHdHaNTpOqHu4_IwKLe38EjnVlRFftTtISEbJtgP3dxGR9Y-y0GnV9ly0I3y4eTF27gYdLwDSlTFLcTq-uvnEU5INgAc/s1600/Screen+Shot+2014-03-02+at+10.32.29+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPKLgNZlrUoT0YwK4CCMfYTFkMSYUQ1HiITGy44IKWD95GBc0NHdHaNTpOqHu4_IwKLe38EjnVlRFftTtISEbJtgP3dxGR9Y-y0GnV9ly0I3y4eTF27gYdLwDSlTFLcTq-uvnEU5INgAc/s1600/Screen+Shot+2014-03-02+at+10.32.29+PM.png" height="640" width="424" /></a></div><br /><div style="text-align: center;"><i><a href="http://www.housebeautiful.com/decorating/house-pictures/barry-dixon-washington-dc-row-house-0911#slide-2" target="_blank">House Beautiful </a></i>featured this very atypical, sassy Hill house designed by Barry Dixon. Once again, re-thinking the standard, narrow structure of the row house requires a creative touch.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1Q_XRKmIOZ24xi4EcuaI2EEXlfFgd4dNI0NeW8cPtwMqWkYuYEZ3kHM4sTos9NsVvQN_Zks-JPqoh-OX91Krdf79wfreTygPDsUcAHbCaRu_v32uHdqZGHAQ2jZYgaAxYJcEecpXqs4s/s1600/Screen+Shot+2014-03-02+at+10.36.15+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1Q_XRKmIOZ24xi4EcuaI2EEXlfFgd4dNI0NeW8cPtwMqWkYuYEZ3kHM4sTos9NsVvQN_Zks-JPqoh-OX91Krdf79wfreTygPDsUcAHbCaRu_v32uHdqZGHAQ2jZYgaAxYJcEecpXqs4s/s1600/Screen+Shot+2014-03-02+at+10.36.15+PM.png" height="640" width="554" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiruy2ga-fdEdj6FPqKQERnfLdlRTU0vnlGdSRTiBPJzacGeXIyhP2wqHnFlorVIRvZqZnLoLIO3INiZOd9a7j4y1yPeKWKfCN4Koy6h86WsduTlyVmMAQ11B7vDDA_EEKa_D1KecWtJXk/s1600/Screen+Shot+2014-03-02+at+10.36.41+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiruy2ga-fdEdj6FPqKQERnfLdlRTU0vnlGdSRTiBPJzacGeXIyhP2wqHnFlorVIRvZqZnLoLIO3INiZOd9a7j4y1yPeKWKfCN4Koy6h86WsduTlyVmMAQ11B7vDDA_EEKa_D1KecWtJXk/s1600/Screen+Shot+2014-03-02+at+10.36.41+PM.png" height="640" width="556" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">I adore this remake of another Capitol Hill home featured in <i><a href="http://www.traditionalhome.com/design/beautiful-homes/and-after-capitol-hill-renovation?page=0" target="_blank">Traditional Home.</a> </i>Mary Douglas Drysdale pulled together a bright, playful style I'll call "Federal Fun"<span style="background-color: white; color: #333333; font-family: 'Lucida Grande', 'Lucida Sans Unicode', Helvetica, Arial, Verdana, sans-serif; font-size: 13px; text-align: left;">—</span>columns, convex mirrors, formal colonial furniture<span style="background-color: white; color: #333333; font-family: 'Lucida Grande', 'Lucida Sans Unicode', Helvetica, Arial, Verdana, sans-serif; font-size: 13px; text-align: left;">—</span>all set against a relentlessly cheerful color palate.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkXZBCUDg9bmZyxKwyFAzJuQlSnELSINZFR4hSyy2xGOClVKOqqjQDwmc3IL36x4I1zmBZPtcUBB14A5HhyphenhyphenkpvBUe5oMwlRhlVX7gYVLGT7bMwD7T5JukRBm70c_miAf99XSaTQYOb3PI/s1600/101788851_p.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkXZBCUDg9bmZyxKwyFAzJuQlSnELSINZFR4hSyy2xGOClVKOqqjQDwmc3IL36x4I1zmBZPtcUBB14A5HhyphenhyphenkpvBUe5oMwlRhlVX7gYVLGT7bMwD7T5JukRBm70c_miAf99XSaTQYOb3PI/s1600/101788851_p.jpg" height="462" width="640" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdvhNk0eV8GUYmSdTgWBoFP5oyoXfwE9pKAnLIbRsTJztMXO2JflRUjmm9kTl-yqgaVN53f6pN48s87HWcmZNVWAx3wj5SbGizBvlANcy2UIn1Wm5DSkosx_2kvxOdnwthSYnss6JKW1c/s1600/101788881_p_0.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdvhNk0eV8GUYmSdTgWBoFP5oyoXfwE9pKAnLIbRsTJztMXO2JflRUjmm9kTl-yqgaVN53f6pN48s87HWcmZNVWAx3wj5SbGizBvlANcy2UIn1Wm5DSkosx_2kvxOdnwthSYnss6JKW1c/s1600/101788881_p_0.jpg" height="640" width="466" /></a></div><div style="text-align: center;"><span style="font-size: xx-small;">/Images/magazines and firms as cited above/</span></div><div style="text-align: center;">To read more about shopping one of my favorite Hill spots, the flea at Eastern Market, click <a href="http://sfair.blogspot.com/2012/10/eastern-market-morning.html" target="_blank">HERE</a>. </div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-51146682571494359562014-02-27T15:16:00.000-08:002014-03-13T07:37:20.657-07:00Canberras: Unbroken Records: Never before seen photographs come to light<h2><b>Canberra bombers in the 1950s: </b></h2><h2><b>Unbroken Records and Never before seen Photos</b></h2>I grew up with the Canberra bomber being a low-level subsonic bomber and photo reconnaisance aircraft in South Africa. My cousin's late husband, Nick Barkhuizen, was a navigator/photographer in these interesting aircraft during the Border War in South Africa. Some of his photographs form the first posts on my blog. I just wish I had access to more of his photos from this era.<br /><br /><div style="text-align: center;"><img src="http://www.groundshout.co.za/misc/canberra/453_01.jpg" height="270" width="400" /></div><br />I have long realised that many of my patients have fascinating military (and civilian) aircraft careers behind them, and often have priceless photographs of these magnificent flying machines they served in and on.<br /><br />I often regret not having asked permission to share or copy many of these amazing photos I have seen or stories I have heard. In the past I have seen pictures from the Desert War in North Africa during WW2, Coastal Command's Short Sunderland's, RAF Lancasters and Mosquito's, many of which I fear are now lost. One pilot was even awarded the freedom of Paris for his squadron's work escorting B17 bombers in P51s during WW2 !<br /><br />Recently I was given a gift of a calendar with A3 shots of WW1 planes. I put this up on my surgery wall.<br /><br />All of a sudden all the fellow aircraft nuts came out of the woodwork! I have now made a point of asking if I may share their stories and photos (with permission, of course)...<br /><br />I will endeavour to share some of their stories and photos. So here goes with the first one:<br /><br />From Warwick Avery: I have known him for 14 years, but I never new his history of being in the ground crew with RNZAF Territorial forces. Some great pics of Canberra bombers from the last great air race:<br />London to Christchurch 1953, and then some. (Watch my blog for more from him)<br /><br /><br />So I undertook to a bit of research about this fascinating event. This is what I dredged up:<br /><br />From Wikipedia:<br /><b>1953 London to Christchurch Air Race:</b><br /><br /><div style="text-align: center;">"The winner of the race was WE139 a Royal Air Force English Electric Canberra </div><div style="text-align: center;">piloted by Flight Lieutenant Burton, now on display at the Royal Air Force Museum London:"</div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img alt="File:Canberra bomber at RAF Museum London.JPG" src="http://upload.wikimedia.org/wikipedia/commons/thumb/7/75/Canberra_bomber_at_RAF_Museum_London.JPG/800px-Canberra_bomber_at_RAF_Museum_London.JPG" height="300" width="400" /></div><div style="text-align: center;">Wikipaedia picture of the winning aircraft</div><br />The 1953 London to Christchurch air race, the "Last Great Air Race", was 12,300 miles (19,800 km) long, from London Heathrow to Christchurch International Airport in New Zealand and took place in October 1953 after Christchurch took the decision to declare their airport as International in 1950.<br /><br />The race was divided into an outright speed section and a section for commercial transport aircraft types.<br /><br />The speed section was won by a Royal Air Force English Electric Canberra PR.3 flown by Flight Lieutenant Roland (Monty) Burton and navigated by Flight Lieutenant Don Gannon. The plane touched down at Christchurch Airport 41 minutes ahead of its closest rival — after 23hr 51min in the air including 83 minutes on the ground; to this day the record has never been broken.<br /><br />Here is Warwick's photographs of the winning aircraft, never published before:<br />You can pick out the numbers. The winning aircraft, that of F.Lt Burton, no 3, is the furthest away from the camera:<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-Nd-65zMOI4FJW8cXXMvh_QVDMfKSRjX9sgMTxINl3tC8-ayySRSTyb7HHAcjIQPsGIhyUYM6XK_jScyDD7e76vyPbIDz5ATyAHVj6l4x7xQ_v2EpABHl-APIOY_LU1S7i1bbmbCMeA/s1600/scan0002.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-Nd-65zMOI4FJW8cXXMvh_QVDMfKSRjX9sgMTxINl3tC8-ayySRSTyb7HHAcjIQPsGIhyUYM6XK_jScyDD7e76vyPbIDz5ATyAHVj6l4x7xQ_v2EpABHl-APIOY_LU1S7i1bbmbCMeA/s1600/scan0002.jpg" height="300" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">The aircraft serial numbers and race numbers can clearly be seen in this photograph</div><div class="separator" style="clear: both; text-align: center;">Photo Copyright Warwick Avery (Click on photos for larger image)</div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3B4Iuz_Y1lRGAv_Pen3UL118fhow5QuoLxmHThtiFpoBRWtFnP_aRE3Npn48yeP2qgUDApdMmxu0jHxYKLo1Wa2oO7KVgO05skyDaZRrnSSzVwE58AK-ZWxOB4_BQiMrlqsv67KVuVA/s1600/scan0003.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3B4Iuz_Y1lRGAv_Pen3UL118fhow5QuoLxmHThtiFpoBRWtFnP_aRE3Npn48yeP2qgUDApdMmxu0jHxYKLo1Wa2oO7KVgO05skyDaZRrnSSzVwE58AK-ZWxOB4_BQiMrlqsv67KVuVA/s1600/scan0003.jpg" height="275" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;">BEA's Vickers Viscount Aircraft, with the winning KLM DC6 in the background</div><div class="separator" style="clear: both; text-align: center;">Copyright Warwick Avery</div><span id="goog_1839711215"></span><span id="goog_1839711216"></span><br /><br />There have been many films made about the commercial section of this race: a Vickers Viscount which finished first, followed by a Douglas DC-6A of KLM Royal Dutch Airlines which was declared the winner on handicap. A Royal New Zealand Air Force Handley Page Hastings also took part.<br /><br /> The victory of the Canberra has been less publicised, flying at an average speed of 495 miles per hour (797 km/h). The distance, by the route followed, was 12,270 miles (19,750 km) so that the actual speed was 515 miles per hour (829 km/h) (or 546 miles per hour (879 km/h) including immediate stops).<br /><br />Second in the speed section was Squadron Leader Peter Raw of No. 1 Long Range Flight RAAF in an Australian-built Canberra.<br /><br />Competitors:<br />Race Number<span class="Apple-tab-span" style="white-space: pre;"> </span>Pilot<span class="Apple-tab-span" style="white-space: pre;"> </span>Operator<span class="Apple-tab-span" style="white-space: pre;"> </span>Aircraft<span class="Apple-tab-span" style="white-space: pre;"> </span>Identity no<br />1<span class="Apple-tab-span" style="white-space: pre;"> </span>Wing Commander Hodges, 540 Squadron Royal Air Force, Canberra PR7, WH773<span class="Apple-tab-span" style="white-space: pre;"> </span><br />2<span class="Apple-tab-span" style="white-space: pre;"> </span>Flight Lt Furze, 540 Squadron Royal Air Force, Canberra PR3, WE142, Third in race<br />3<span class="Apple-tab-span" style="white-space: pre;"> </span>Flight Lt Burton, 540 Squadron Royal Air Force, Canberra PR3, WE139, Winner: 22 h 25 minutes<br />4<span class="Apple-tab-span" style="white-space: pre;"> </span>Wing Co Cumming, No.1 Long Range Flight Royal Australian Air Force, Canberra B20, A84-202<span class="Apple-tab-span" style="white-space: pre;"> </span><br />5<span class="Apple-tab-span" style="white-space: pre;"> </span>Squadron Leader Raw, No.1 Long Range Flight Royal Australian Air Forc, Canberra B20, A84-201<span class="Apple-tab-span" style="white-space: pre;"> </span> Second in race section in 22 hours 29 minutes<br /><br />Handicap Section (Commercial airliners)<br />Number<span class="Apple-tab-span" style="white-space: pre;"> </span>Pilot<span class="Apple-tab-span" style="white-space: pre;"> </span>Operator<span class="Apple-tab-span" style="white-space: pre;"> </span>Aircraft<span class="Apple-tab-span" style="white-space: pre;"> </span>Identity<span class="Apple-tab-span" style="white-space: pre;"> </span>Note<br />21<span class="Apple-tab-span" style="white-space: pre;"> </span>Captain Kooper, KLM, Douglas DC-6B, PH-TGA<span class="Apple-tab-span" style="white-space: pre;"> </span>Winner of £10,000 prize in the Handicap section with a handicap time of 44 hours 29 minutes and 31 seconds<br />22<span class="Apple-tab-span" style="white-space: pre;"> </span>Wing Commander Watson, 41 Squadron Royal New Zealand Air Forc, Handley Page Hastings<span class="Apple-tab-span" style="white-space: pre;"> </span>NZ5804<span class="Apple-tab-span" style="white-space: pre;"> </span>Did not finish, withdrew in Ceylon with engine problems<br />23<span class="Apple-tab-span" style="white-space: pre;"> </span>Captain Baillie, British European Airways, Vickers Viscount, G-AMAV<span class="Apple-tab-span" style="white-space: pre;"> </span>Second in the Handicap section<br /><br /><div style="text-align: center;"><img alt="File:Douglas DC-6A PH-TGA KLM LAP 10.10.53 edited-2.jpg" src="http://upload.wikimedia.org/wikipedia/commons/thumb/6/64/Douglas_DC-6A_PH-TGA_KLM_LAP_10.10.53_edited-2.jpg/800px-Douglas_DC-6A_PH-TGA_KLM_LAP_10.10.53_edited-2.jpg" height="257" width="400" /></div><div style="text-align: center;"><br /></div>Wikipaedia: Douglas DC-6A PH-TGA of KLM Royal Dutch Airlines at London Heathrow wearing racing number 21 when competing in the 1953 London-Christchurch Air Race. It carried a group of Dutch emigrants. It is here displayed at London Heathrow before departure for New Zealand.<br /><br />In popular culture: The film Bride Flight dramatising this last prize flight was released in 2008.<br /><br /><div style="text-align: center;"><img src="http://thepopfix.com/wp-content/uploads/2011/06/bride-flight-movie-poster-2008-1020680803.jpg" height="400" width="271" /> </div><div style="text-align: center;"><br /></div>Bride Flight was a 2008 film about three women and one man from Holland, who all start new lives in New Zealand. It starts with the victory of the KLM flight in the 1953 London to Christchurch air race. It was directed by Ben Sombogaart and stars Rutger Hauer, Elise Schaap, Anna Drijver, Karina Smulders, Waldemar Torenstra and Rawiri Paratene. <br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmPhX7EtFJg9HSQ05HwXBJh8Ks3RxNpy3l9lwSf9Rd3-rbuWiQApRWMsFSHafzAw-JUsv4LGOx-zY0UeSl9Em0veUagk_GACXM84AeuKyiDy3YUwZgrSsSqemBh3wCN1nJABEXNgFPqcE/s1600/BrideFlightStill1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmPhX7EtFJg9HSQ05HwXBJh8Ks3RxNpy3l9lwSf9Rd3-rbuWiQApRWMsFSHafzAw-JUsv4LGOx-zY0UeSl9Em0veUagk_GACXM84AeuKyiDy3YUwZgrSsSqemBh3wCN1nJABEXNgFPqcE/s400/BrideFlightStill1.jpg" height="266" width="400" /></a></div><br />The film premièred in 2008, with the first release in Belgium. The Dutch singer Ilse DeLange wrote and sang the title song for the movie: "Miracle".<br /><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-82370576833178444422014-02-26T17:34:00.000-08:002014-03-13T08:10:24.766-07:00A LAMP FOR SPRING<div style="text-align: center;">Of course I bought it. It's green. </div><div style="text-align: center;">Actually, it's not really meant to go here on the table--I just had a terrible case of Lamp Love in the Home Goods (Lamp Love is a serious medical condition, affecting millions of decor-attuned Americans, although my doctor keeps saying he hasn't heard of it. My accountant is equally ignorant). The emerald green with the grass green is not a great match, but I'll find another spot for it soon. It was just too fascinating a piece to pass up, and of course, it was only $49, and then it was only $40, when I found a small crack in the base and negotiated with the store manager.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIAaIfge2sBML1c5AkGgDzrCf8gsbTu9XVaQXRVDZDvZkoqIZKT36dVJWkpNYSqZsSENqERNeHqw70fscm5WyZZIDVSpN4MYXqKDHqs0YzAx6ZWP2K-s6OffSI9rG9LviUY6MFb448XrY/s1600/IMG_4813.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIAaIfge2sBML1c5AkGgDzrCf8gsbTu9XVaQXRVDZDvZkoqIZKT36dVJWkpNYSqZsSENqERNeHqw70fscm5WyZZIDVSpN4MYXqKDHqs0YzAx6ZWP2K-s6OffSI9rG9LviUY6MFb448XrY/s1600/IMG_4813.jpg" height="640" width="448" /></a></div><br /><div style="text-align: center;">Later, I did some digging online, and found the same lamp available at the <a href="http://www.lampstore.com/collections/contemporary-table-lamps/products/golden-tree-lamp-by-stylecraft-27478" target="_blank">Lamp Store for $120</a>. The base is just fantastic.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiy_C35T0PDQW5UOftcBhfyuDHG-WbHqs77dzXSFi-u8V_gpnNh2b0CWH6ytRrN2qZt8J6II_-5QStopzaifonqSc5DQMCng-9aic0GxUwSrpmY7cAJM0Z6_hKu5RxutdGptKN0O2CmQHw/s1600/Screen+Shot+2014-02-26+at+8.25.47+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiy_C35T0PDQW5UOftcBhfyuDHG-WbHqs77dzXSFi-u8V_gpnNh2b0CWH6ytRrN2qZt8J6II_-5QStopzaifonqSc5DQMCng-9aic0GxUwSrpmY7cAJM0Z6_hKu5RxutdGptKN0O2CmQHw/s1600/Screen+Shot+2014-02-26+at+8.25.47+PM.png" height="640" width="598" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">I love the gold lining in the shade--it has a candlelight glow in the evening.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHtjBOhEuiIM3zAooNEkNrIDuYCBIwhEcAni-dNfnjkBHwQhyphenhyphenNiC5dxtS7Xb3Psr7Tuk-01IEr6R2n5e-QpJ_LnFQ3KZzaSzGLQ3PhhAQqjHpWz8mEEsB8aRt8dInB24MtN_jcFGoyOlI/s1600/IMG_4817.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHtjBOhEuiIM3zAooNEkNrIDuYCBIwhEcAni-dNfnjkBHwQhyphenhyphenNiC5dxtS7Xb3Psr7Tuk-01IEr6R2n5e-QpJ_LnFQ3KZzaSzGLQ3PhhAQqjHpWz8mEEsB8aRt8dInB24MtN_jcFGoyOlI/s1600/IMG_4817.jpg" height="640" width="480" /></a></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: xx-small;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKaEsm3Vx3DWcgvz_wIPs8zPhk8-Uw8SV1nopVZ_IigNFRe7OZNTiytWzdhi_pOxATFvg9A0ap2Y0JzGLP3ge465uXcfNuRwKfRf1av6xC_01ALvVIz_KYfCuV_rNp6ju2z3NaQ2gqsX0/s1600/IMG_4815.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKaEsm3Vx3DWcgvz_wIPs8zPhk8-Uw8SV1nopVZ_IigNFRe7OZNTiytWzdhi_pOxATFvg9A0ap2Y0JzGLP3ge465uXcfNuRwKfRf1av6xC_01ALvVIz_KYfCuV_rNp6ju2z3NaQ2gqsX0/s1600/IMG_4815.jpg" height="640" width="480" /></a></div><div class="separator" style="clear: both; text-align: center;"><span style="font-size: xx-small;">//Images, my own, and the lamp store//</span></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com1tag:blogger.com,1999:blog-7769985548327352614.post-15487838787162338032014-02-20T20:36:00.000-08:002014-03-13T07:37:20.671-07:00Circumnavigation of the globe: My Airline OpinionsI have just returned from an around the worlds trip with my family. Our trip gave us reason to fly in many aircraft, including the 100th Airbus A380:<br /><br /><div style="text-align: center;"><img src="http://arabianindustry.com/static/content/images/larger1/malaysia-100th-a380-320804.jpg" /></div><br /><br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEji8H8cz75C5W0_SfbobBaSHv7zwzy2h4U8Jlx8WzARrDvdHaJx9mQ9eIceaZv_As5tWBaQksAsLR9J8yvtN6eggJrflkopCAlbpTIzZsF4pbCxLQUP9QTwvASLY_gLrqNz9m6BJKSd8A/s1600/Infographic_Airbus_100th_A380_delivery_800x600_1363268892.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEji8H8cz75C5W0_SfbobBaSHv7zwzy2h4U8Jlx8WzARrDvdHaJx9mQ9eIceaZv_As5tWBaQksAsLR9J8yvtN6eggJrflkopCAlbpTIzZsF4pbCxLQUP9QTwvASLY_gLrqNz9m6BJKSd8A/s1600/Infographic_Airbus_100th_A380_delivery_800x600_1363268892.jpg" height="282" width="400" /></a></div><br />We experienced several airlines, and varying standards of service and in-flight food, and in-flight entertainment.<br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilgE14yFNJb-rZiU4fd0C9z9LSQWP50tUCCkKnzqD8uKPv5V-ovrZQ0yLTVJVa3JaZuLoePIi9hdQrxGJCM1RjNuj-HR6XBV7HyyVxCUy6UJG498S0GBytKSeJKZwGFuR2ggauHKYVeg/s1600/8589540980_c7de18a4d2_o.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilgE14yFNJb-rZiU4fd0C9z9LSQWP50tUCCkKnzqD8uKPv5V-ovrZQ0yLTVJVa3JaZuLoePIi9hdQrxGJCM1RjNuj-HR6XBV7HyyVxCUy6UJG498S0GBytKSeJKZwGFuR2ggauHKYVeg/s1600/8589540980_c7de18a4d2_o.jpg" height="266" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwrOVto8TlGpFD05pU6OvhTcPy9_O4XUKQD77CVYoxbY7r0UntnO8DMGJ8rTtnNwHF4x3E94fzY9CNzTdbA-UcygtRMcLD-IB9yE10WwxVIx5C2oYBmWb51soEbuj0C05AGUSjY9vuYw/s1600/AirAsia-Japan-Fly-to-Barcelona.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwrOVto8TlGpFD05pU6OvhTcPy9_O4XUKQD77CVYoxbY7r0UntnO8DMGJ8rTtnNwHF4x3E94fzY9CNzTdbA-UcygtRMcLD-IB9yE10WwxVIx5C2oYBmWb51soEbuj0C05AGUSjY9vuYw/s1600/AirAsia-Japan-Fly-to-Barcelona.jpg" height="266" width="400" /></a></div><br />The main carriers we flew with were Air Malaysia and Air Tahiti Nui<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_FkAQ2c2aHme-OR5S9DENeABDamQ3OK6FCQ7uFC60xYOzTDvAReGs9JjQaZoSF04dABZW-zfbRZurXUKBn9-tt4RiYQZtmGbG7tukJkMZpgmbf3mMuPA2EBFhR8PfA_NjzcBCaW4dlg/s1600/Boarding.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_FkAQ2c2aHme-OR5S9DENeABDamQ3OK6FCQ7uFC60xYOzTDvAReGs9JjQaZoSF04dABZW-zfbRZurXUKBn9-tt4RiYQZtmGbG7tukJkMZpgmbf3mMuPA2EBFhR8PfA_NjzcBCaW4dlg/s1600/Boarding.jpg" height="300" width="400" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaitPrENHhYXStOT2yArNZXVlk_hbEYdDG13f7WX-y0n2bydcf45MnfSf7teaHwRWtDM2gwI9ivTKlcR3B4VB1hYmtjpPYY8S4seLB9_FcdQtqNeUjrwHGdcIEvWKBKjOnzilEK1ryzw/s1600/IMGP4621-Airbus-A320-214-Aer-Lingus-EI-DEB.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaitPrENHhYXStOT2yArNZXVlk_hbEYdDG13f7WX-y0n2bydcf45MnfSf7teaHwRWtDM2gwI9ivTKlcR3B4VB1hYmtjpPYY8S4seLB9_FcdQtqNeUjrwHGdcIEvWKBKjOnzilEK1ryzw/s1600/IMGP4621-Airbus-A320-214-Aer-Lingus-EI-DEB.jpg" height="225" width="400" /></a></div><br />We also flew regionally with Air Asia and Aer Lingus, and of course Air New Zealand<br />As budget and regional airlines these can not be faulted. Professional and friendly service, of course no trimmings, but who needs that on a 60 minute flight? Good pilot skills and well maintained, new aircraft.<br /><br />Local flights were all on Airbus variants, mostly the 320 range, while the Air Tahiti Nui flight from LA to Tahiti was on a A340-400. The Air NZ flight was a Bombardier from Paraparaumu to Auckland<br /><br />So International Airlines first: Tahiti Nui<br />(LAX to Papa'eete, Tahiti)<br /><br />The Rangiroa, the A340-300: F-OSEA was a great aircraft with up to date passenger comforts and technology. Service was on "Island time", and though friendly and hospitable, pales when measured against airlines such as Air NZ, South African Airways, BA, Lufthansa or Qantas.<br /><br />Noticeable was a paucity of drinks rounds. Drinks were only served with the meal, no separate pre-dinner drinks, no offers for more drinks, only a water round halfway through the flight. The food was good, French in origin, but on both Tahiti Nui flights the bread rolls were not heated, and appeared decidedly stale.<br /><br />Other than this I could not fault Tahiti Nui. A nice touch was the distribution of frangipani flowers after take-off at LAX. (A nice island touch, which sets the scene for a tropical holiday experience. I suspect this may have replaced the initial drinks round though, and I would rather have had a beer ! Going through US customs and immigration is thirsty work. )<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgx_G0snU47XHh4qQ5NBd-lkvxoc3svNVQscA01kozftm6GGO1iVIc_xqRVW22vYRt59L5FBjTJnm8PkRMKlrVhqJNz3P3-X2oFtodbRuDcSp2Q_NLawnWqROT_Miqp-MxTXiHBAka4dA/s1600/4aircrafts-faaa.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgx_G0snU47XHh4qQ5NBd-lkvxoc3svNVQscA01kozftm6GGO1iVIc_xqRVW22vYRt59L5FBjTJnm8PkRMKlrVhqJNz3P3-X2oFtodbRuDcSp2Q_NLawnWqROT_Miqp-MxTXiHBAka4dA/s1600/4aircrafts-faaa.jpg" height="266" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">Flying back to NZ was another story. Think the oldest aircraft in their fleet, in-flight entertainment not working, not for anyone. Stafff shrug, sorry, it doesn't work. 9 hours of BOREDOM. This crew a bit more forthcoming with drinks, but you had to ask. Again the drinks round was absent and the cold, STALE BUNS! For goodness sake Tahiti Nui! Get your act together! </div><div class="separator" style="clear: both; text-align: center;">Everyone in Tahiti eats fresh Baguette! What is up here? </div><div class="separator" style="clear: both; text-align: center;">Landed safely enough, but I doubt I'd easily fly Tahiti Nui again. I think better value can be had from other airlines for the same price.</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">Air Malaysia can not be faulted, great service, great food- probably some of the best inflight meals I ever had was on board the A380 - On the way to London ex KL the Chicken Biryani, was as good as you'd get in a restaurant. Well done.</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">Kids under 12 were allowed on a behind-the-scenes tour of the aircraft. </div><div class="separator" style="clear: both; text-align: center;">No amount of trying to convince the cabin crew that I was 12 would work. </div><div class="separator" style="clear: both; text-align: center;">(Think the moustache and "traveller's beard" the kids had convinced me to grow was a dead give-away!)</div><br /><br /><br /><br /><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-69000370829474888302014-02-09T15:13:00.000-08:002014-03-13T08:10:24.775-07:00$24 POTTERY BARN HACKFlipping through a Pottery Barn catalogue recently, I was thrilled to see these interesting <a href="http://www.potterybarn.com/products/framed-ikat-prints/?pkey=call-wall-decor-art&cm_src=all-wall-decor-art||NoFacet-_-NoFacet-_--_-" target="_blank">navy and white ikat prints</a>--aren't they striking? They reminded me of a new set of table linens that World Market is carrying, and that, the previous week, I had sadly left behind in the store because, after considerable effort, I could not think of a justifiable reason for buying them.<br /><br /><div style="text-align: center;">When I saw these prints, I knew exactly why I "had" to have the World Market linens. Hurrah! Six different Pottery Barn prints, $156 a piece, or $929 for the set. </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-GexYraVreZSRNZh3XjN449QVuzxLh67j29ID04X3fATog6ySvSuOiS7kI8HFZ4EqhrRmmOLaDu5KI0wzLV8qbYbGIXd6b9nN1C-IpyisJHPR5HvWtu5x8m6clJYUYfPl-1Ae1j4sr6s/s1600/Screen+Shot+2014-02-08+at+9.44.41+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-GexYraVreZSRNZh3XjN449QVuzxLh67j29ID04X3fATog6ySvSuOiS7kI8HFZ4EqhrRmmOLaDu5KI0wzLV8qbYbGIXd6b9nN1C-IpyisJHPR5HvWtu5x8m6clJYUYfPl-1Ae1j4sr6s/s1600/Screen+Shot+2014-02-08+at+9.44.41+PM.png" height="572" width="640" /></a></div><br /><div style="text-align: center;">Here's my version: World Market linens in <a href="http://www.ikea.com/us/en/catalog/products/20078050/" target="_blank">IKEA frames</a>, for $24 each (frames plus napkins), or $48 for the set. </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWEhOttA95VB9YzZNathGr6ZPAydESgUP6-eOwhO2tQ__xtLF09qYvja6J2ROQQqOGIeYuuQ33fe_jt4hfr4Lg3513cvkxsa5jk4fysNNhHQdx1gV5CEkqOLpq7CZg2Hzo4m5Fq4xfviI/s1600/photo+%25282%2529.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWEhOttA95VB9YzZNathGr6ZPAydESgUP6-eOwhO2tQ__xtLF09qYvja6J2ROQQqOGIeYuuQ33fe_jt4hfr4Lg3513cvkxsa5jk4fysNNhHQdx1gV5CEkqOLpq7CZg2Hzo4m5Fq4xfviI/s1600/photo+%25282%2529.JPG" height="480" width="640" /></a></div><br /><div style="text-align: center;">Unfortunately, I can't show them as a display, because I'm planning to hang them in my office, but you get the general idea. I went with white RIBBA frames from IKEA, instead of black, because I like an airer look. I'm crazy about the chevron ikat.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwgPdnpE7KF0mDVNCUnemcR1hHC3BalvsC1KbsnceFhVLn6zw4SxUpgr9D0IK-SmyzlLyOXsTmN22u8Q89dks3Wl3fIgoDlB0rVDlyZo2EaIkqC8stpsDsmrAj49BrPCv2YYRb9RVa4gE/s1600/photo+%25281%2529.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwgPdnpE7KF0mDVNCUnemcR1hHC3BalvsC1KbsnceFhVLn6zw4SxUpgr9D0IK-SmyzlLyOXsTmN22u8Q89dks3Wl3fIgoDlB0rVDlyZo2EaIkqC8stpsDsmrAj49BrPCv2YYRb9RVa4gE/s1600/photo+%25281%2529.JPG" height="640" width="480" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">A view of the Pottery Barn prints in a bedroom. You could absolutely do them with black frames, too. </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhl24u9JilgDogfWYlCixbySRey31RRg_7bSw0U4zhip_8xV-nyDa-mI2tHiHVnRIuH8f-JrvqySDsC_4V_W18m6FGtaHEMLgdeWM_6bAhkAkf6_dgNFvZp3fDfOS0PigUv9N2-Ci-w7bo/s1600/Screen+Shot+2014-02-08+at+9.48.26+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhl24u9JilgDogfWYlCixbySRey31RRg_7bSw0U4zhip_8xV-nyDa-mI2tHiHVnRIuH8f-JrvqySDsC_4V_W18m6FGtaHEMLgdeWM_6bAhkAkf6_dgNFvZp3fDfOS0PigUv9N2-Ci-w7bo/s1600/Screen+Shot+2014-02-08+at+9.48.26+PM.png" height="480" width="640" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><a href="http://www.worldmarket.com/category/kitchen-entertaining/table-linens/placemats-napkins.do?nType=1&ab=third:kitchen-entertaining:table-linens:placemats-napkins" target="_blank">World Market's ikat linens</a>. I used the napkins, and there are at least four patterns--they run about $3.99 each (two are shown here).</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdxiuxXcPtQ2QNhp58hGBXzw22JO3IEFASDO4D4Zfszkx5CnhVNIqrt27ai7sfHRUiqqEs_CuX2_FeneHuxtASpW-Xaa-HEXYGlODQZMiZ5XU_H8oVbylK3qePYJPfLrJbA3DHmy5gRsw/s1600/Screen+Shot+2014-02-08+at+10.23.20+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdxiuxXcPtQ2QNhp58hGBXzw22JO3IEFASDO4D4Zfszkx5CnhVNIqrt27ai7sfHRUiqqEs_CuX2_FeneHuxtASpW-Xaa-HEXYGlODQZMiZ5XU_H8oVbylK3qePYJPfLrJbA3DHmy5gRsw/s1600/Screen+Shot+2014-02-08+at+10.23.20+PM.png" height="636" width="640" /></a></div><br /><div style="text-align: center;">This chevron ikat is my favorite by far!</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKsxqHE2VfEmfQhfk2Xqr5AHUpyZ9anTsvyyHzOWlYurDTiUjHOA9biVAybbTt-2VexX1yh0cj1CubuUUYjNyWbBexll_epKIE795szrf9L-HdVa1Y_J9xfICkYKSrchbBM1rGJ8G2JZU/s1600/Screen+Shot+2014-02-08+at+10.23.52+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKsxqHE2VfEmfQhfk2Xqr5AHUpyZ9anTsvyyHzOWlYurDTiUjHOA9biVAybbTt-2VexX1yh0cj1CubuUUYjNyWbBexll_epKIE795szrf9L-HdVa1Y_J9xfICkYKSrchbBM1rGJ8G2JZU/s1600/Screen+Shot+2014-02-08+at+10.23.52+PM.png" height="640" width="640" /></a></div><br /><div style="text-align: center;">And look what happened--I ended up just buying them for my table, too. They're marvelous with the Juliska Country Estate pattern. I've started collecting the set due to family pressure (it's the South. You must have dayware and china patterns chosen for family and friends to gift you with over the holidays, and this is not optional). P.S. The placemats have a different pattern on each side, which is very fun.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin7OEz6qnNrBjBYEb7N3DCxhvIxxQ8goCwx8UfDZ0VCBTPhiq9BRxiKbz4sZgJu3H0lvwkEjCeoC2PcnflAOJYZ-sRIIO0yO159GWJ52FU4bi_qzFlQy5VygDLMgkd0OJJEQN8YhS1wjQ/s1600/photo.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin7OEz6qnNrBjBYEb7N3DCxhvIxxQ8goCwx8UfDZ0VCBTPhiq9BRxiKbz4sZgJu3H0lvwkEjCeoC2PcnflAOJYZ-sRIIO0yO159GWJ52FU4bi_qzFlQy5VygDLMgkd0OJJEQN8YhS1wjQ/s1600/photo.JPG" height="480" width="640" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">I chose Country Estate because it's chinoiserie/British/blue and white awesomeness/has matching ginger jars. And, because it has a special place in my heart. I first discovered Isis Ceramics, of which Juliska's pattern is the mass-market version, when I was at Oxford. The little dish in the upper left hand corner is one of Isis' hand-painted scenes of the University. The little elephants are salt and pepper shakers, another World Market find.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0guK1YZEVfUCsRxXET6tWf8p9ef_pn0zcvEDvtp4_eIjd5Bg6O5PU3hfCxfBWLvRQO3ZBtOwwARj8jtiVF8BhrkG9KN-TWTXDMj1X-JakIe8Rct25HwmjF5J-gjAakRWvK6iBWajEUYI/s1600/photo+%25281%2529.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0guK1YZEVfUCsRxXET6tWf8p9ef_pn0zcvEDvtp4_eIjd5Bg6O5PU3hfCxfBWLvRQO3ZBtOwwARj8jtiVF8BhrkG9KN-TWTXDMj1X-JakIe8Rct25HwmjF5J-gjAakRWvK6iBWajEUYI/s1600/photo+%25281%2529.JPG" height="640" width="640" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Juliska Country Estate.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJEhXtUZD3freO_CDmtiMEH5XY-jhCCIW7maZf4uJ3AY9VKhJfYJGqAesX7tPNIm1wc8E_QmSMgJOqCm8DULLspxokufeyQ64sQsFUC1jX5FbUn169GnhCRvUASWkFxOJg0c0WZ2Wz2mA/s1600/Screen+Shot+2014-02-09+at+5.58.57+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJEhXtUZD3freO_CDmtiMEH5XY-jhCCIW7maZf4uJ3AY9VKhJfYJGqAesX7tPNIm1wc8E_QmSMgJOqCm8DULLspxokufeyQ64sQsFUC1jX5FbUn169GnhCRvUASWkFxOJg0c0WZ2Wz2mA/s1600/Screen+Shot+2014-02-09+at+5.58.57+PM.png" height="640" width="518" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Back to wall art. This is how I'll hang the set (propped up, as you can see). The rather crooked piece in the center is my attempt at framing a paper cut out I purchased in Shanghai. Plainly, I'm going to have to get a professional on the job, but it will play nicely with the ikat patterns.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixZemTOk9j-H-lId4MMA_ldEwZMS0q3ilxw7qEHOeLrHh2LOmeej0XYzAaqXO7ABFcTUZ9MZpdEhPrxgykjGWQr65tVGaC9SZlJfNDgJ9y1oS-oJtB51MkXIh3duOH-72yx-tuOFHtcJ0/s1600/photo.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixZemTOk9j-H-lId4MMA_ldEwZMS0q3ilxw7qEHOeLrHh2LOmeej0XYzAaqXO7ABFcTUZ9MZpdEhPrxgykjGWQr65tVGaC9SZlJfNDgJ9y1oS-oJtB51MkXIh3duOH-72yx-tuOFHtcJ0/s1600/photo.JPG" height="346" width="640" /></a></div><br /><div style="text-align: center;">If you wanted to exactly duplicate the Pottery Barn look, IKEA has these black frames, also for $20 each.</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwucRHHBV-IotDHG5S56iL-sktfklfG4R3JXOqcSAsxBwJSutaT09f-M4EFvsqtnAX8pUn4s9MBF_KGvZ8pU8pBtYzagQhRD88e7caqVTjVvAKeRmJdAxo1lfoxd-aEOrXHEv7NDXRZMA/s1600/Screen+Shot+2014-02-08+at+10.28.38+PM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwucRHHBV-IotDHG5S56iL-sktfklfG4R3JXOqcSAsxBwJSutaT09f-M4EFvsqtnAX8pUn4s9MBF_KGvZ8pU8pBtYzagQhRD88e7caqVTjVvAKeRmJdAxo1lfoxd-aEOrXHEv7NDXRZMA/s1600/Screen+Shot+2014-02-08+at+10.28.38+PM.png" height="634" width="640" /></a></div><div style="text-align: center;"><span style="font-size: xx-small;">/Images/ Pottery Barn, IKEA, Juliska, my own/</span></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com3tag:blogger.com,1999:blog-7769985548327352614.post-41527711603222463672013-12-31T15:13:00.000-08:002014-03-13T08:10:24.844-07:00JEWELED TOPIARYSince we're still in the 12 Days of Christmas, I feel justified in one more Christmas post—this one about my favorite, and simplest, bit of holiday decorating this year. I have a mossy topiary that lives year round on a Chinese garden stool in my living room, but it was looking a touch summary for the season. After a brief hunt through my costume jewelry, I turned up enough brooches and pins to dress it up for the holidays, pinned them all into the moss, and voila!, a jeweled topiary. And now that I can see all of my pins in plain view, perhaps I'll remember to wear them...<br /><br /><div style="text-align: center;">I love the star-shaped brooch, center, but the tiny little turtle crawling away, upper left, is a darling.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJhCbNCEs4H-BiRTDSJm5_1qctbBQ4YzaVCDPgBzgdhCADPjFTRrD6EdlUqxzyZxbcGQ023nMzN74tdntTmvoVWEh5Tx-HLJ07ziABnQQCKxc5KqS8LwgNIVBo3w1ZLhrysImEXpwLW3I/s1600/IMG_4361.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJhCbNCEs4H-BiRTDSJm5_1qctbBQ4YzaVCDPgBzgdhCADPjFTRrD6EdlUqxzyZxbcGQ023nMzN74tdntTmvoVWEh5Tx-HLJ07ziABnQQCKxc5KqS8LwgNIVBo3w1ZLhrysImEXpwLW3I/s640/IMG_4361.jpg" width="480" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNTpZnwerYeyPLSCPkTkD08jHxZppV2zuiZnENwKDplzWPKbyXvO8HY2rjtUymfIS6N_vOXiboxr-MQb54euXRpIYXd8kYyEGRt_Fp1lHhiahwgDvsgQbiBExnEKvEJz2yW7F1o6FM0ac/s1600/IMG_4362.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNTpZnwerYeyPLSCPkTkD08jHxZppV2zuiZnENwKDplzWPKbyXvO8HY2rjtUymfIS6N_vOXiboxr-MQb54euXRpIYXd8kYyEGRt_Fp1lHhiahwgDvsgQbiBExnEKvEJz2yW7F1o6FM0ac/s640/IMG_4362.jpg" width="480" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilDIX7vYKaVfVzkknCh8NHpXb2Fc-949c2cWQm1DKXz80JSfdSFJdkHVVyf-4J_T4CupXmSDaXXeyaqYuzV7GMVeqVp94spffmmrlopHrxoI8hd-5u7mfQynNDCRLstfSE9YVTrd09YX8/s1600/IMG_4364.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilDIX7vYKaVfVzkknCh8NHpXb2Fc-949c2cWQm1DKXz80JSfdSFJdkHVVyf-4J_T4CupXmSDaXXeyaqYuzV7GMVeqVp94spffmmrlopHrxoI8hd-5u7mfQynNDCRLstfSE9YVTrd09YX8/s640/IMG_4364.jpg" width="480" /></a></div><br /><div style="text-align: center;">There are a few earrings in the mix too—a pair of starry studs, and even a dangler, lower left hand side. You could certainly make almost any piece of jewelry work—even necklaces could make a "tinsel" garland!</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiu9VizTUfJdgjpQIUz-ItXMw0P_TfqWFs0ehbJ65iWVzLzXOZR-XJ3AepCi36Vr4WP5f2fWuTOW09NX2FH0K1PGCCIzWBZM4aBQRTl_kPZimfvQWCHOBYcdRCYbwT3rLIwOGi9iikmSUc/s1600/IMG_4366.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiu9VizTUfJdgjpQIUz-ItXMw0P_TfqWFs0ehbJ65iWVzLzXOZR-XJ3AepCi36Vr4WP5f2fWuTOW09NX2FH0K1PGCCIzWBZM4aBQRTl_kPZimfvQWCHOBYcdRCYbwT3rLIwOGi9iikmSUc/s640/IMG_4366.JPG" width="640" /></a></div><div style="text-align: center;"><span style="font-size: x-small;"> <span style="text-align: center;"> /All photos by Sanity Fair. Please request permission to use./</span></span></div><div class="separator" style="clear: both; text-align: center;"></div><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-76028788384970150232013-12-26T16:53:00.000-08:002014-03-13T07:37:20.685-07:00Happy Xmas and Prosperous 2014Wishing all my blog followers a Happy Xmas 2013 and Prosperity in 2014<br /><br />A few Aircraft related festive photos:<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy0Rd0UXX1DYJn8ZoGzQMYThOH8va9KjLl3QOTwnS3qk_FCTpFVfNdCgn9zOr_9Km4OjwXKgDsM1SeSXQeTS17tApgGuJP0WZQ3QzWbPUcookSfWkx1d0_nMDsiEqe14P6y7C9Cllidg/s1600/063-H2O+Flying+Santalowres-0.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy0Rd0UXX1DYJn8ZoGzQMYThOH8va9KjLl3QOTwnS3qk_FCTpFVfNdCgn9zOr_9Km4OjwXKgDsM1SeSXQeTS17tApgGuJP0WZQ3QzWbPUcookSfWkx1d0_nMDsiEqe14P6y7C9Cllidg/s400/063-H2O+Flying+Santalowres-0.JPG" width="382" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPG9x8VVvAD4nRx-LXucJgRhTEndH4wRIbnCSgYeUYW5ZQmSq08uCIYURoYfTXumOPrlqoz6OGmlQdzd6bEQlNabheWqDBmRzfm9x-X4YojeQSJyG0J-mNg6iykfzqTrXLl3alJXYgdQ/s1600/1952Atriptoouterspacewithsanta09.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPG9x8VVvAD4nRx-LXucJgRhTEndH4wRIbnCSgYeUYW5ZQmSq08uCIYURoYfTXumOPrlqoz6OGmlQdzd6bEQlNabheWqDBmRzfm9x-X4YojeQSJyG0J-mNg6iykfzqTrXLl3alJXYgdQ/s400/1952Atriptoouterspacewithsanta09.jpg" width="271" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgG42cMNs_xwIzE7FG6X10MJnmnvKY9woC6171wrLTHFaw12Ma1GQtNuThEQ5arTlH_-KgRcrPkg6zKH8CY__uqstGONtAsYp9w4A7SuRvGqxdleqi0VGr2jN5yylrpRHSH4e17aJaogg/s1600/37799ACAH_DLC_A-10A_Holiday_01.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgG42cMNs_xwIzE7FG6X10MJnmnvKY9woC6171wrLTHFaw12Ma1GQtNuThEQ5arTlH_-KgRcrPkg6zKH8CY__uqstGONtAsYp9w4A7SuRvGqxdleqi0VGr2jN5yylrpRHSH4e17aJaogg/s400/37799ACAH_DLC_A-10A_Holiday_01.jpg" width="400" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRGgXxPegJTo1AEnBldANY2eVFgF9Zj-jGYpOADXihb70AbhIRAR3siovDlhkpUS0ivUYAbjlXUvQwmbTzMY8uheeRf2Xfqon5EzIDuBWOc4LcT02481p7aYjEgv0CF_Hm5yQFr75mxA/s1600/1483323_628202270548777_1175430011_n.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRGgXxPegJTo1AEnBldANY2eVFgF9Zj-jGYpOADXihb70AbhIRAR3siovDlhkpUS0ivUYAbjlXUvQwmbTzMY8uheeRf2Xfqon5EzIDuBWOc4LcT02481p7aYjEgv0CF_Hm5yQFr75mxA/s400/1483323_628202270548777_1175430011_n.jpg" width="400" /></a></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-84147862024162189892013-12-11T03:00:00.000-08:002014-03-13T08:10:24.864-07:00THE BAMBOO CHRISTMAS TREE<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiV5hL_vI9CJQTy912BvAW3de8RgdYC4zf5WyKCDyW1hwgF8-VgfDx95c49sui4fvX9PzZYVDtBD_QHt0XU-_BOvt6nOhA6EcVx3ZcZXlalw_P1tLYN8n3RUdMtZEeqybPBZAHWUeg57AQ/s1600/IMG_4345.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiV5hL_vI9CJQTy912BvAW3de8RgdYC4zf5WyKCDyW1hwgF8-VgfDx95c49sui4fvX9PzZYVDtBD_QHt0XU-_BOvt6nOhA6EcVx3ZcZXlalw_P1tLYN8n3RUdMtZEeqybPBZAHWUeg57AQ/s640/IMG_4345.jpg" width="552" /></a></div><br /><div style="text-align: center;">This year, I have been visited by the Allergy Grinch. My allergies have been so terrible recently I've given up many beloved holiday traditions, including forcing paperwhites and other bulbs. But it hadn't occurred to me until Thanksgiving that I couldn't have a TREE. If you saw my Christmas tree posts in <a href="http://sfair.blogspot.com/2011/12/sanity-fair-decorates-for-christmas.html" target="_blank">2011</a> and<a href="http://sfair.blogspot.com/2012/12/oh-christmas-tree.html" target="_blank"> 2012</a>, you know I collect chinoiserie Christmas ornaments, and tracking down the odd (I'll admit, very odd) Asian-inspired Western-tradition object is one of my favorite obsessions. So what to DO with all of them this year? The first thing I thought of was inspired by the image of lanterns hanging at the end of slender bamboo poles--I could create a bamboo "bouquet," wiring ornaments to the end of each rod. When I shared this idea with friends and family, their natural response was: "Why don't you just get a fake tree?!?" Because, frankly, this totally obvious solution had not occurred to me. But it was too late. I was already off to the races, by which I mean the tropical plants aisle of Michael's; I had it all to myself, as the only non-populated square foot in the entire eye-popping, cornea-endangering pointy fake poinsettia and glittery branch maze of a mega-store.</div><div class="separator" style="clear: both; text-align: center;"></div><br /><div style="text-align: center;">So, I created a stick tree. Honestly, I kind of like it. Although it does lack lights, it has other merits, namely, no watering. Also, if anyone has been naughty, Christmas morning the switches are on hand.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM0uQdyantmjDpn1UHdGzqXrUVciZgxftHeh65lypGcafFzMfcMlqCtO0d6cjlkoks4uVDb0beZrKOUt-LN5jhjDl40_6h3i_07pSn2zpxMAGf4Y-4FWbrA7KBwUirPUnE5uEKwJSjTJE/s1600/IMG_4349.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM0uQdyantmjDpn1UHdGzqXrUVciZgxftHeh65lypGcafFzMfcMlqCtO0d6cjlkoks4uVDb0beZrKOUt-LN5jhjDl40_6h3i_07pSn2zpxMAGf4Y-4FWbrA7KBwUirPUnE5uEKwJSjTJE/s640/IMG_4349.jpg" width="480" /></a></div><br /><div style="text-align: center;">To my surprise, I managed to dangle the majority of my collection on my spindly "tree," including several new favorites I picked up on a trip to China earlier this year. I'm proud of the swirly blue and white ball on the right, because...</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgDNCk2wy_Ia2FcEkMOfCrV5HHaVrICMzxWoBmUiMTrCqHy5jdOPyAQtJnUMjdqAhBXXiAedCUI_GMtWf77CjQ6UVOJXD691pVp_P2EmkYW_g13Z6u5h3lU9rXd3gPCTPqq2VIfsnhaPd8/s1600/IMG_4358.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="408" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgDNCk2wy_Ia2FcEkMOfCrV5HHaVrICMzxWoBmUiMTrCqHy5jdOPyAQtJnUMjdqAhBXXiAedCUI_GMtWf77CjQ6UVOJXD691pVp_P2EmkYW_g13Z6u5h3lU9rXd3gPCTPqq2VIfsnhaPd8/s640/IMG_4358.JPG" width="640" /></a></div><br /><div style="text-align: center;">I bought it here. On the Great Wall of China. <i>Yes</i>, there is a gift shop on the Great Wall (what a question). Yes, I found it. And YES, they were selling a Christmas ornament. For any of you who have ever been obsessed with collecting anything, you can guess how it felt--epic shopping victory! (Also, it was pretty cool to be standing on one of the great ancient wonders of the world, to keep things in perspective.)</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjY0sVVjyN_d77F3rMZK3TmK1aIWL3VH7zU6g3kzDn93oXYnzVKcbp90ogwpoE86oNys0hQjgmkUb__tNZkHtbsmWjRbtzn9m6zMM-38AfWvPW0fgHo-cggJrwlpATPKV13f4dDz-Iicrk/s1600/DSC_7538.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjY0sVVjyN_d77F3rMZK3TmK1aIWL3VH7zU6g3kzDn93oXYnzVKcbp90ogwpoE86oNys0hQjgmkUb__tNZkHtbsmWjRbtzn9m6zMM-38AfWvPW0fgHo-cggJrwlpATPKV13f4dDz-Iicrk/s640/DSC_7538.jpg" width="424" /></a></div><br /><div style="text-align: center;">Another view, farther up the Wall.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWBpgsp_RO89l5pHtwqzzQwELnedP5BF8HzvBGLPtcP4ZAwO9X9gVCnDANRPjiIAuXUOZhNI_7_u2v6TJ9zIJXI8iR4xKM_wZgq7OUCWgxDWJmBpXN2nikK7CxEnYRg3N1oseSWg6u5ho/s1600/DSC_7507.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjWBpgsp_RO89l5pHtwqzzQwELnedP5BF8HzvBGLPtcP4ZAwO9X9gVCnDANRPjiIAuXUOZhNI_7_u2v6TJ9zIJXI8iR4xKM_wZgq7OUCWgxDWJmBpXN2nikK7CxEnYRg3N1oseSWg6u5ho/s640/DSC_7507.jpg" width="424" /></a></div><br /><div style="text-align: center;">The little red lanterns I found in a stall in Shanghai's Temple of the City God market--they originally had tiny suction cups attached, so that drivers could stick them to their windshields for good luck--but of course, all I saw were wonderful Christmas ornaments!</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1UhkOiZRsHrWRJDFHX3W0Hws1DpHR-FkHN3l1zYmkGKSIN7KUcw_MbA_ZwMF0jr9ogccT7cFamPpOrVC9fgO-LYxHSMTVNv0pkPUtXho6AB4ogxgrm59FwAt50h_D2CiubvH0mHMIZHU/s1600/photo.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1UhkOiZRsHrWRJDFHX3W0Hws1DpHR-FkHN3l1zYmkGKSIN7KUcw_MbA_ZwMF0jr9ogccT7cFamPpOrVC9fgO-LYxHSMTVNv0pkPUtXho6AB4ogxgrm59FwAt50h_D2CiubvH0mHMIZHU/s640/photo.JPG" width="480" /></a></div><br /><div style="text-align: center;">Happy red lanterns are ubiquitous in China--this one adorned a decorous beam in the Forbidden City.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqIUmLjzjd64h_Z3iAIRgQOLlY5UleeCED34GFyNDx0Ssu32UbVk6LYYD8jPvclrV3kPmE3MfgtV70ouuXyHakYvbZnDZPWS0jgYK3bjjjUPi97xpeVfWNBu2z72RXpv5Z4Jgq01VIjlM/s1600/DSC_7385.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqIUmLjzjd64h_Z3iAIRgQOLlY5UleeCED34GFyNDx0Ssu32UbVk6LYYD8jPvclrV3kPmE3MfgtV70ouuXyHakYvbZnDZPWS0jgYK3bjjjUPi97xpeVfWNBu2z72RXpv5Z4Jgq01VIjlM/s640/DSC_7385.JPG" width="640" /></a></div><br /><div style="text-align: center;">Cascading in the lobby of the Pearl Tower in Shanghai.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4JRnQVSaJcmi2-bT0IBoE1D8lPIoQmb1hJJqjmh8tUkU5UeWiT-fj6wHyZkcMXdrgOh3imbpVGBBCQChGbq_p7IMV3zTIV3k58nQM_HaWKKC_ocnG82cr4uEga7idxJYxkuW-gmW44oE/s1600/DSC_8748.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4JRnQVSaJcmi2-bT0IBoE1D8lPIoQmb1hJJqjmh8tUkU5UeWiT-fj6wHyZkcMXdrgOh3imbpVGBBCQChGbq_p7IMV3zTIV3k58nQM_HaWKKC_ocnG82cr4uEga7idxJYxkuW-gmW44oE/s640/DSC_8748.jpg" width="424" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin5HsGHUeCRdjz26CgPPadlcuM-rQxioSgjuINz68DNSGlPXdUi2dmOnQgvQZqwF8uZqFHJun4QZNint3QQbT1ktZVd16f_lGsKxNDTOb0BKy0pY0xPgky6J2NuWzxFiC3tKA0UAA1hzA/s1600/IMG_4352.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin5HsGHUeCRdjz26CgPPadlcuM-rQxioSgjuINz68DNSGlPXdUi2dmOnQgvQZqwF8uZqFHJun4QZNint3QQbT1ktZVd16f_lGsKxNDTOb0BKy0pY0xPgky6J2NuWzxFiC3tKA0UAA1hzA/s640/IMG_4352.JPG" width="640" /></a></div><br /><div style="text-align: center;">In a rural mountain village, Guizhou province.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhs_Y6vczgyFtfC-6THDmwkYQgH7Fisw36C7mhPYH35PWaHBI1URs1QJXJrcrCDhLNcwcV_8UShXqAX4gRlRFQ5yP9rGtf8YQDTzS2u-43TWi8V8TWNvlTq_3RXIx1XGxZcrmjnsyBdHd8/s1600/DSC_8328.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhs_Y6vczgyFtfC-6THDmwkYQgH7Fisw36C7mhPYH35PWaHBI1URs1QJXJrcrCDhLNcwcV_8UShXqAX4gRlRFQ5yP9rGtf8YQDTzS2u-43TWi8V8TWNvlTq_3RXIx1XGxZcrmjnsyBdHd8/s640/DSC_8328.jpg" width="424" /></a></div><br /><div style="text-align: center;">A covered bridge in the city of Guiyang.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMk20B7A8G1LESbr8sQDdgEo0RD4EiKFaVejzA-VJuPhuiUkozOtIk5eqhBPzmg878jkgnTbMwtwvH9BKf6oaKtXNmwAos83gGzQ6bKF7ecXNavDNFX8bj1CSwkm1cJBmpoLDcHcBSVjE/s1600/DSC_8678.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMk20B7A8G1LESbr8sQDdgEo0RD4EiKFaVejzA-VJuPhuiUkozOtIk5eqhBPzmg878jkgnTbMwtwvH9BKf6oaKtXNmwAos83gGzQ6bKF7ecXNavDNFX8bj1CSwkm1cJBmpoLDcHcBSVjE/s640/DSC_8678.jpg" width="424" /></a></div><br /><div style="text-align: center;">Back stateside, one of my favorite ornament finds is this shimmery-sided foo dog; his bark is worse than his bite.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyuYT834It-0AbjCQfOr2k287iYeW2mjtYE_rP7R2LUPs7WbfR9NSJrWB1lDVJb6IeCQM4V1njobg6_5vZ4aR4RHNiEFmkIZAQaGEr6M3KZmH0_NM-d8Pg9pjjOAFcfsEJczFutn4f7HA/s1600/IMG_4359.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyuYT834It-0AbjCQfOr2k287iYeW2mjtYE_rP7R2LUPs7WbfR9NSJrWB1lDVJb6IeCQM4V1njobg6_5vZ4aR4RHNiEFmkIZAQaGEr6M3KZmH0_NM-d8Pg9pjjOAFcfsEJczFutn4f7HA/s640/IMG_4359.jpg" width="640" /></a></div><br /><div style="text-align: center;">Like last year, the tree "stand" is a ginger jar.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7lfcjaIV2HWXsAOE8zxyXHFnthR_SZgQJzGW8yuCHL5295CDFj3flzSJC_A1lweXAR5F0qf_5lo4lTAyra46xZYOdIVJwRQ34coXIHAxP_zS1JEoWJnkPxqZmE8nJJludxQRQ8w87ofU/s1600/IMG_4355.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7lfcjaIV2HWXsAOE8zxyXHFnthR_SZgQJzGW8yuCHL5295CDFj3flzSJC_A1lweXAR5F0qf_5lo4lTAyra46xZYOdIVJwRQ34coXIHAxP_zS1JEoWJnkPxqZmE8nJJludxQRQ8w87ofU/s640/IMG_4355.jpg" width="480" /></a></div><br /><div style="text-align: center;">Parting shot, 2012's (actual) tree--<a href="http://sfair.blogspot.com/2012/12/oh-christmas-tree.html" target="_blank">a Tony Duquette Christmas!</a></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhc89nYO7Tn_PgfjAbP2h4inA6d6cIpwyCpltK7QSc5GcQBGemw7ir4DGNO-sGHefQ2IlOW86lBJYz88keX7ONftuZlK3hqVhhzzEUFYxoIR7cm0aglALcYR7HyKA0C2RDcmQrK_8eZ3WU/s1600/IMG_2489.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhc89nYO7Tn_PgfjAbP2h4inA6d6cIpwyCpltK7QSc5GcQBGemw7ir4DGNO-sGHefQ2IlOW86lBJYz88keX7ONftuZlK3hqVhhzzEUFYxoIR7cm0aglALcYR7HyKA0C2RDcmQrK_8eZ3WU/s640/IMG_2489.jpg" width="466" /></a></div><div style="text-align: center;"><span style="font-size: x-small;">//All images, my own. Please seek permission for use.//</span></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Happy Holidays and Merry Christmas!</div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com1tag:blogger.com,1999:blog-7769985548327352614.post-92191358221821090572013-12-01T17:23:00.000-08:002014-03-13T07:37:20.696-07:00Smaug on a PlaneAir New Zealand Unveils Smaug on a Boeing 777<br /><br /><div style="text-align: center;"><img height="225" src="http://images.smh.com.au/2013/12/02/4972484/art-Hobbit-Smaug-Air-New-Zealand-620x349.jpg" width="400" /></div><br /><div style="text-align: center;"><img alt="Ahead of the premiere of the second part of the Hobbit trilogy, The Desolation of Smaug, Air New Zealand has unveiled a 54-metre long image of the dragon on the sides of a Boeing 777-300." height="225" src="http://images.smh.com.au/2013/12/02/4972485/art-Hobbit-Smaug-Air-New-Zealand-3-620x349.jpg" width="400" /></div><br />Hobbit fans can finally see the most-anticipated character in the movie trilogy, the dragon Smaug.<br />While Smaug has previously been glimpsed in part, his full body has never been revealed.<br />Ahead of the premiere of the second part of the Hobbit trilogy, The Desolation of Smaug, Air New Zealand on Monday unveiled a 54-metre long image of the dragon on the sides of a Boeing 777-300.<br /><br />Air New Zealand chief executive Christopher Luxon said the airline had worked with Weta Digital "to reveal their star to the world".<br />Advertisement <br />For the last premiere, the airline created another Hobbit-themed plane which carried stars to the Wellington premiere.<br />Director Sir Peter Jackson said he was proud to debut Smaug in New Zealand.<br /><br />"To see Smaug fly off the big screen and into the skies like this is pretty exciting," he said.<br />The plane will fly to Los Angeles on Monday evening, arriving in time for the premiere on Tuesday.<br />Over the weekend, a giant eagle - a character from The Hobbit - was unveiled in the Wellington Airport terminal, alongside the character Gollum which was put up a year ago for the first premiere.<br />A further addition will be added at the airport.<br />Meanwhile, Peter Jackson and Middle-earth have popped up in a swanky Beverly Hills hotel.<br />As part of a Tourism New Zealand promotion, four replica sets from the movie were built inside the Beverly Hilton Hotel.<br />Jackson's three Lord of the Rings films and last year's first Hobbit film have created a tourism bonanza for New Zealand and Saturday's event was designed to attract another wave of American visitors.<br />Jackson shot all of the Lord of the Rings and Hobbit films in New Zealand and the Oscar winner joked he might even squeeze out a fourth Hobbit film.<br />''We have a few little corners of New Zealand that we're saving up for The Hobbit: Part Four,'' Jackson smiled.<br />''You never know.''<br />Jackson was joined at the event by The Hobbit's stars Martin Freeman, Richard Armitage, Evangeline Lilly, Luke Evans and Dean O'Gorman.<br />The sets at the Hilton included Laketown, shot at Lake Pukaki, Hidden Bay (Turoa, Ohakune), Forest River (Pelorus River) and Beorn's House (Paradise, Queenstown).<br /><br /><br />Video:<br /><a href="http://www.stuff.co.nz/business/industries/9465138/Hobbits-Smaug-debuts-on-Air-NZ-plane">http://www.stuff.co.nz/business/industries/9465138/Hobbits-Smaug-debuts-on-Air-NZ-plane</a>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-63373749453120719472013-11-21T16:19:00.000-08:002014-03-13T07:37:20.707-07:00Dreamlifter 747 delivers Dreamliner parts to wrong airportThe pilot of a Boeing 747 jumbo jet mistakenly landed at a small Kansas airport not far from the Air Force base where it was supposed to deliver parts for the company's new 787 Dreamliner.<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqFODO-Nwq_n5wxa_eo4ciKaAzPm5MTt-cCJ5kSMwgu9qgaStfbm7YIqrxxjBPenyq9GVjFraLxrLO20PSwNjPtBhodHF22L0PPjrSI187IJ9bHWqP9qAIqtgoq3sQAz-rUllMcfNFfQ/s1600/_71250486_71250484.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqFODO-Nwq_n5wxa_eo4ciKaAzPm5MTt-cCJ5kSMwgu9qgaStfbm7YIqrxxjBPenyq9GVjFraLxrLO20PSwNjPtBhodHF22L0PPjrSI187IJ9bHWqP9qAIqtgoq3sQAz-rUllMcfNFfQ/s400/_71250486_71250484.jpg" width="400" /></a></div><br /><br />The 747 intended to touch down at McConnell Air Force Base in Wichita, which is next to a company that makes large sections of the 787.<br /><br />Instead, the cargo flight landed 8 miles (13 kilometres) north, at the smaller Col. James Jabara Airport.<br /><br />Hours later, the jet took off again and was expected to land at its original destination.<br /><br />The plane landed in an area where there are three airports with similar runway configurations: the Air Force base, the Jabara airfield and a third facility in between called Beech Airport.<br /><br />Boeing owns the plane, but it's operated by Atlas Air Worldwide Holdings, a New York-based cargo-hauler that also provides crews or planes to companies that need them.<br /><br />Atlas Air spokeswoman Bonnie Rodney declined to answer questions and referred inquiries to Boeing.<br /><br />"We are working with Atlas Air to determine the circumstances," Boeing said in a written statement.<br /><br />The Federal Aviation Administration planned to investigate whether the pilot followed controllers' instructions or violated any federal regulations.<br /><br />The pilot sounds confused in his exchanges with air traffic control, according to audio provided by LiveATC.net.<br /><br />"We just landed at the other airport," the pilot tells controllers shortly after the landing.<br /><br />Once the pilot says they're at the wrong airport, two different controllers jump in to confirm that the plane is safely on the ground and fully stopped.<br /><br />The pilot and controllers then go back and forth trying to figure out which airport the plane is at. At one point, a controller reads to the pilot the co-ordinates where he sees the plane on radar. When the pilot reads the coordinates back, he mixes up "east" and "west."<br /><br />"Sorry about that, couldn't read my handwriting," the pilot says.<br /><br />A few moments later, the pilot says he thinks he knows where they are. He then asks how many airports there are to the south of McConnell. But the airports are north of McConnell.<br /><br />"I'm sorry, I meant north," the pilot says when corrected. "I'm sorry. I'm looking at something else."<br /><br />They finally agree on where the plane is after the pilot reports that a smaller plane, visible on the radar of air traffic control, has just flown overhead.<br /><br />The modified 747 is one of a fleet of four that hauls parts around the world to make Boeing's 787 Dreamliner. The "Dreamlifter" is a 747-400 with its body expanded to hold whole fuselage sections and other large parts. If a regular 747 with its bulbous double-decker nose looks like a snake, the bulbous Dreamlifter looks like a snake that swallowed a rat.<br /><br />According to flight-tracking service FlightAware, this particular DreamLifter has been shuttling between Kansas and Italy, where the centre fuselage section and part of the tail of the 787 are made.<br /><br />Ad Feedback<br /><br />McConnell is next to Spirit AeroSystems, which also does extensive 787 work. The nearly finished sections are then shipped to Boeing plants in Everett, Washington, and North Charleston, South Carolina for assembly into finished airplanes. Boeing is on track to make 10 of them per month by the end of this year.<br /><br />Because 787 sections are built all over the world - including wings made in Japan - the Dreamlifters are crucial to the 787's construction. Boeing says the Dreamlifter cuts delivery time down to one day from as many as 30 days.<br /><br />Although rare, landings by large aircraft at smaller airports have happened from time to time.<br /><br />In July last year, a cargo plane bound for MacDill Air Force base in Tampa, Florida, landed without incident at the small Peter O Knight Airport nearby. An investigation blamed confusion identifying airports in the area, and base officials introduced an updated landing procedure to mitigate future problems.<br /><br />The following month, a Silver Airways pilot making one of the Florida airline's first flights to Bridgeport, West Virginia, mistakenly landed his Saab 340 at a tiny airport in nearby Fairmont.<br /><br />The pilot touched down safely on a runway that was just under 3200 feet (975 meters) long and 75 feet (23 metres) wide - normally considered too small for the passenger plane.<br /><br />- APAnonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-70726633410014220942013-11-05T20:25:00.000-08:002014-03-13T07:37:20.722-07:00WW2 Today: First carrier action: USS Saratoga takes on Japanese Navy at Rabaul<h2 style="text-align: center;">USS Saratoga takes on Japanese Navy at Rabaul</h2><div style="text-align: center;"><br /></div><div style="text-align: center;"> <img alt="The U.S. Navy aircraft carrier USS Saratoga (CV-3) in 1943/44. The photo was taken from one of her planes of Carrier Air Group 12 (CVG-12), of which many aircraft are visible on deck, Douglas SBD Dauntless dive bombers (aft), Grumman F6F Hellcat fighters (mostly forward), and Grumman TBF Avenger torpedo bombers." height="298" src="http://ww2today.com/wp-content/uploads/2013/11/USS_Saratoga_CV-3_1943-44-595x444.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">After the attack on Rabaul harbour on the 2nd November a new threat developed for the landings on Bougainville. The Japanese had been careful to avoid exposing their ships to undue risk but they now felt compelled to bring in a force of seven heavy cruisers, one light cruiser and three destroyers. They were spotted refuelling in Rabaul and it was obvious they were set for an attack on the ships off Bougainville. </div><div style="text-align: center;"><br /></div><div style="text-align: center;">The U.S. had no capital ships near enough that would be able to challenge a force of this strength. </div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="320" src="http://blog.usni.org/wp-content/uploads/2009/07/w2_cv3_saratoga_sbd_f4f_tbd_c1941.JPG" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: left;">In early 1943, Rabaul had been distant from the fighting. However, the Allied grand strategy in the South West Pacific Area—Operation Cartwheel—aimed to isolate Rabaul and reduce it by air raids. Japanese ground forces were already retreating in New Guinea and in the Solomon Islands, abandoning Guadalcanal, Kolombangara, New Georgia and Vella Lavella.</div><div style="text-align: center;"><br /></div><div style="text-align: left;">Rabaul—on the island of New Britain—was one of two major ports in the Australian Territory of New Guinea. It was the main Japanese naval base for the Solomon Islands campaign and New Guinea campaign. Simpson Harbor—captured from Australian forces in February 1942—was known as "the Pearl Harbor of the South Pacific" and was well defended by 367 anti-aircraft guns and five airfields.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Lakunai and Vunakanau airfields were prewar Australian strips. Lakunai had an all-weather runway of sand and volcanic ash, and Vunakanau was surfaced with concrete. Rapopo—14 mi (12 nmi; 23 km) to the southeast—became operational in December 1942 with concrete runways and extensive support and maintenance facilities. Tobera—completed in August 1943 halfway between Vunakanau and Rapopo—also had concrete strips. The four dromes had 166 protected revetments for bombers and 265 for fighters, with additional unprotected dispersal parking areas. The fifth airfield protecting Rabaul was Borpop airfield, completed in December 1942 across the St. Georges Channel on New Ireland.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The anti-aircraft defenses were well coordinated by army and naval units. The army operated 192 of the 367 antiaircraft guns and the navy 175. The naval guns guarded Simpson Harbor and its shipping and the three airfields of Tobera, Lakunai, and Vunakanau. The army units defended Rapopo airfield, supply dumps and army installations; and assisted the navy in defending Simpson Harbor. An effective early warning radar system provided 90 mi (78 nmi; 140 km) coverage from Rabaul, and extended coverage with additional radars on New Britain, New Ireland, and at Buka. These sets provided from 30–60 minutes early warning of an attack.</div><div style="text-align: left;"><br /></div><div style="text-align: left;"><b>Land-based air attacks</b></div><div style="text-align: center;"><br /></div><div style="text-align: left;">From 12 October 1943, as part of Operation Cartwheel, the U.S. Fifth Air Force, the Royal Australian Air Force and the Royal New Zealand Air Force—directed by the Allied air commander in the South West Pacific Area, General George Kenney—launched a sustained campaign of bombing against the airfields and port of Rabaul. After the first raid of 349 aircraft, bad weather blunted the effect of bombing, which saw only a single raid by 50 B-25 Mitchell medium bombers on 18 October. However sustained attacks resumed on 23 October and continued for six days, before culminating in the large raid of 2 November.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Nine squadrons of B-25s—totalling 72 bombers—and six squadrons of P-38 Lightning escorts attacked the anti-aircraft defenses and Simpson Harbor with minimum altitude strafing and bombing attacks. Eight B-25s were shot down by AAA or Japanese naval fighters, or crashed attempting to return to base. Among them was that of Major Raymond H. Wilkins of the 3rd Attack Group, posthumously awarded the Medal of Honor for his leadership. Nine of the 80 P-38s were also lost.</div><div style="text-align: left;"><br /></div><div style="text-align: left;"><b>Carrier attacks</b></div><div style="text-align: center;"><br /></div><div style="text-align: left;">On Bouganville the Japanese had two airfields in the southern tip of the island, and another at the northernmost peninsula, with a fourth on Buki just across the northern passage. Instead of landing his forces near the Japanese airfields and taking them away against the bulk of the Japanese defenders, Admiral William Halsey landed his invasion force of 14,000 marines at Empress Augusta Bay, about halfway up the west coast of Bouganville. There he had his Seabees clear and build their own airfield. Two days after the landing Admiral Mineichi Koga sent a large cruiser force down from Japan to Rabaul in preparation for a night engagement against Halsey's screening force and supply ships in Empress Augusta Bay. The Japanese had been conserving their naval forces over the past year, but now committed a force of seven heavy cruisers, along with one light cruiser and four destroyers. At Rabaul the force refueled in preparation for the coming night battle.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Halsey had no surface forces anywhere near equivalent strength to oppose them. The battleships Washington and South Dakota and assorted cruisers had been transferred to the Central Pacific to support the upcoming invasion of Tarawa. Other than the destroyer screen for the transports, the only force Halsey had available were the carrier airgroups on Saratoga and Princeton. Rabaul was a heavily fortified port. With five airfields and extensive anti-aircraft batteries, the navy fliers considered it a hornet's nest. Up to that point in the war, other than the surprise raid at Pearl Harbor no mission against such a heavily defended target had ever been undertaken using carrier aircraft. It was a highly dangerous mission for the aircrews, and jeopardized the carriers as well. Halsey later said the threat the Japanese cruiser force at Rabaul posed to his landings at Bouganville was "the most desperate emergency that confronted me in my entire term as ComSoPac."</div><div style="text-align: left;"><br /></div><div style="text-align: center;"><img alt="US Navy pilots Ensign Charles Miller, Lieutenant (jg) Henry Dearing, and Lieutenant (jg) Bus Alber walking toward their aircraft aboard USS Saratoga, 5 Nov 1943; note F6F fighter" height="400" src="http://ww2today.com/wp-content/uploads/2013/11/ship_saratoga68-595x597.jpg" width="398" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">US Navy pilots Ensign Charles Miller, Lieutenant Henry Dearing, and Lieutenant Bus Alber walking toward their aircraft aboard USS Saratoga, 5 Nov 1943; note F6F fighter </div><div style="text-align: left;"><br /></div><div style="text-align: center;"><span style="text-align: left;">With the landing in the balance, Halsey sent his two carriers under the command of Rear-Admiral Frederick Sherman to steam north through the night to get into range of Rabaul, then launch a daybreak raid on the base. Approaching behind the cover of a weather front, Sherman launched all 97 of his available aircraft against Rabaul. Aircraft from Barakoma Airfield on recently captured Vella Lavella were sent out to intercept the task group and provide some measure of air cover. Back at Rabaul, the carrier force drove their attack home. Under orders to make preference of damaging more ships rather than sinking a few, the air strike was a stunning success, inflicting damage on most units of the cruiser force and neutralizing it as a threat. The daybreak bombing of Rabaul was followed up an hour later with a raid by 27 B-24 Liberator heavy bombers of the Fifth Air Force, escorted by 58 P-38s. Most of the Japanese warships returned to Truk the next day to receive repairs and get them out of range of further Allied airstrikes. A serious threat had been neutralized.</span></div><div style="text-align: center;"><span style="text-align: left;"><br /></span></div><div style="text-align: center;"><img height="331" src="http://richard-seaman.com/Aircraft/AirShows/Gillespie2005/Highlights/BankingF6f10oClock.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">F6 Hellcat</div><div style="text-align: center;"><span style="text-align: left;"><br /></span></div><div style="text-align: center;"><span style="text-align: left;">Saratoga was designed to carry 78 aircraft of various types, including 36 bombers, but these numbers increased once the Navy adopted the practice of tying up spare aircraft in the unused spaces at the top of the hangar. In 1936, her air group consisted of 18 Grumman F2F-1 and 18 Boeing F4B-4 fighters, plus an additional nine F2Fs in reserve. Offensive punch was provided by 20 Vought SBU Corsair dive bombers with 10 spare aircraft and 18 Great Lakes BG torpedo bombers with nine spares. </span></div><div style="text-align: center;"><span style="text-align: left;"><br /></span></div><div style="text-align: center;"><span style="text-align: left;">Miscellaneous aircraft included two Grumman JF Duck amphibians, plus one in reserve, and three active and one spare Vought O2U Corsair observation aircraft. This amounted to 79 aircraft, plus 30 spares.[ In early 1943-5, the ship carried 53 Grumman F6F Hellcat fighters and 17 Grumman TBF Avenger torpedo bombers.</span></div><div style="text-align: left;"><br /></div><div style="text-align: left;"><b>Damage to the Japanese forces at Rabaul were as follows: </b></div><div style="text-align: left;"><br /></div><div style="text-align: left;">Six cruisers damaged, four heavily. Atago was near-missed by three 500 lb (230 kg) bombs that caused severe damage and killed 22 crewmen, including her captain. Maya was hit by one bomb above one of her engine rooms, causing heavy damage and killing 70 crewmen. Mogami was hit by one 500 lb bomb and set afire, causing heavy damage and killing 19 crewmen. </div><div style="text-align: left;"><br /></div><div style="text-align: center;"><img alt="Posted Image" height="193" src="http://img.photobucket.com/albums/v307/ngtm1r/ship_mogami2_zps9704c086.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Mogami</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Takao was hit by two 500 lb bombs, causing heavy damage and killing 23 crewmen. Chikuma, was slightly damaged by several near-misses. Agano was near-missed by one bomb which damaged one anti-aircraft gun and killed one crewman. Three destroyers were also lightly damaged. Aircraft losses in the raid were light.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">An additional carrier unit—Task Group 50.3 (TG 50.3) of the U.S. 5th Fleet—reached Halsey on 7 November. Commanded by Rear Adm. Alfred L. Montgomery, it consisted of the carriers Bunker Hill, Essex and Independence. Halsey used Montgomery's ships as well as TF 38 in a double carrier strike against Rabaul on 11 November. Sherman launched a strike from near Green Island, northwest of Bougainville, which attacked in bad weather at about 08:30. After its return, TF 38 retired to the south without being detected. Montgomery launched from the Solomon Sea 160 mi (140 nmi; 260 km) southeast of Rabaul.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Agano—which had remained at Rabaul after the 5 November strike—was torpedoed and heavily damaged in these attacks. The Japanese launched a series of counterattacks involving 120 aircraft against the U.S. carriers, but the force was intercepted and lost 35 planes without inflicting damage on Montgomery's ships.</div><div style="text-align: left;"><br /></div><div style="text-align: center;"><img src="http://galleryplus.ebayimg.com/ws/web/390663383154_1_0_1.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: left;"><br /></div><div style="text-align: left;"><br /></div><br /><div style="text-align: center;"><img alt="The Japanese cruiser Chikuma under attack on 5th November 1943." height="315" src="http://ww2today.com/wp-content/uploads/2013/11/Japanese_cruiser_Chikuma-595x469.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Chikuma under attack</div><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-70382187323844017272013-10-14T14:47:00.000-07:002014-03-13T07:37:20.735-07:00Pelican 16 Down : The sad story of a SAAF Shackleton (Part 3 of Shackleton MR3 in SAAF Service)<h2>Pelican 16 Down:<br />The story of a grand old lady lost in the Sahara desert</h2><div>Part 3 of the Shackleton MR3 in SAAF Service</div><br />SAAF Shackleton 1716, call-sign "Pelican 16" was the first Avro Shackleton built for the South African Air Force and the first to go into service upon its delivery on August 18th, 1957. Eventually joined by seven other aircraft, Pelican 16 formed part of the SAAF's 35 Squadron and for the next 27 years served as part of South Africa's Air Force patrolling the sea lanes around the Cape of Good Hope.<br /><br /><div style="text-align: center;"><img height="227" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/Shackleton1716JStarboardView.jpg" width="400" /></div><br />Side-lined by a combination of air frame fatigue and lack of spares due to apartheid-era embargoes on South Africa, Pelican 16 and the balance of the SAAF's Shackleton fleet were placed into storage by 1990.<br /><br /><div style="text-align: center;"> <img src="http://1000aircraftphotos.com/Contributions/7651.jpg" /></div><br />Restored to flying condition by volunteers in 1994, Pelican 16 was offered to take part in a multi-stop air show tour in the UK and departed South Africa for England on July 12th, 1994, taking in the famous Farnborough Airshow. At the time she was the only airworthy Shackleton MR3 in the world.<br /><br /><div style="text-align: center;"><img height="264" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/ShackletonFarewellCeremony1717J.jpg" width="640" /></div><br />Flown by a group of active SAAF pilots, Pelican 16 was operating over the Sahara desert in temperatures exceeding 38 deg C/100 deg F on the night of July 13th when her number 4 engine began to overheat from a coolant leak and had to be shut down. Moments later, a bolt connecting her two contra-rotating propellers in her no 3 engine failed, causing the assembly to overheat and melt and leaving the fuel-laden plane without any functional engines on its right wing.<br /><br /><div style="text-align: center;"><img alt="Image" height="269" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/Shackletonsx3.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img alt="Image" height="229" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/Shackleton1716JHeadon.jpg" width="400" /></div><br />Left no option but a controlled ditching in the desert below, Pelican 16's pilots successfully belly-landed their aircraft on flat sands where it slid to a stop at this location. Though none of the crew were injured by the landing, all 19 men were miles from any assistance and in the middle of an active war zone. Through the next several days, the crew of Pelican 16 made their way to the safety of friendly forces and returned safely to South Africa.<br /><br /><div style="text-align: center;"><img src="http://img193.imageshack.us/img193/2397/pelican16downinthesouth.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">The rescue</div><br />Today, the wreckage of Pelican 16 still remains where she came to a stop on the night of June 13th, 1994.<br /><br />On the morning of 13 July 1994 the headline news in The Argus newspaper read “SAAF Plane Down in Desert”. Today, twelve years later and although she was found, Pelican 16 is for the records still “missing-in-action”; and remains at the crash site<a href="http://www.panoramio.com/map/#lt=22.640932&ln=-13.240081&z=0&k=2&a=1&tab=1&pl=all"> (click for panoramio map)</a><br /><br /><div style="text-align: center;"><img height="292" src="http://img.photobucket.com/albums/v508/Vfrpilotpb/Pelican16Copyofflightplanmap231.jpg" width="400" /></div><br />Enough has been written in the past on Pelican 16 and her last resting place in the Western Sahara when she hugged the sand with her belly on the night of 13 July 1994 after an emergency landing when her number 3 and 4 engines on her starboard side ignited and burned. A documentary by Andrew White told the story in great detail. The radio transmission that was made with military precision and efficiency are told to be used even today by the SA Air Force in their training as a text book example of how it should be done.<br /><br /><div style="text-align: center;"><img src="http://images.kalahari.net/img/2011/11/04/28046909_0_Img2.jpg" /></div><br />One can only begin to understand the legacy of, and the passion for this remarkable aircraft once you have heard for yourself the mighty roar of the four Rolls Royce Griffon engines. Everything else is only then put into perspective if you are lucky enough to touch the fuselage and ride the winds on the mighty wings of this Avro Shackleton MK3 called the “Pelican”.<br /><br /><div style="text-align: center;"><img height="273" src="http://i34.photobucket.com/albums/d115/whz64/airforce/1716sar1.jpg" width="400" /></div><br />This aircraft to some is bigger than religion and greater than fantasy… Today a few survivors from the crash still believe that she should have been brought home years ago and others are of the opinion that it is significant to let her rest where she came to a halt. Be as it may South Africa is still very fortunate to have Pelican 22 still flying at Air Force Base Ysterplaat in Cape Town and to hear the four fabulous Griffons growl!<br /><br /><div style="text-align: center;"><img height="307" src="http://img168.imageshack.us/img168/2407/pel16.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="278" src="http://static.panoramio.com/photos/large/63777166.jpg" width="400" /></div><br />The crew who had to leave Pelican 16 behind:<br /><br />Eric Pienaar (Pilot)<br />Peter Dagg (Co-Pilot)<br />John Balledon (2nd Co-Pilot)<br />Derick Page (Public Relations Coordinator)<br />Blake Vorster (Navigation Leader)<br />Horace Blok (2nd Navigator)<br />Frans Fourie (Flight Engineer)<br />Buks Bronkhorst (Aircraft Fitter)<br />JP van Zyl (Flight Engineer)<br />James Potgieter (Aircraft Fitter)<br />Lionel Ashbury (Telecom Operator)<br />Freddy Deutshmann (Radio Operator)<br />Chris Viviers (Radio Operator)<br />Pine Pienaar (Aircraft Electrician)<br />Spud Murphy (Radio Technician)<br />Ron Bussio (Museum Curator)<br />Gus Gusse (Aircraft Fitter)<br />Bobby Whitfield-Jones (Instrument Fitter)<br />Tony Adonis (Treasurer)<br /><br /><br /><div style="text-align: center;"><img height="266" src="http://upload.wikimedia.org/wikipedia/commons/thumb/d/d4/SAAF_Avro_Shackleton_MR3_Shevelev-2.jpg/1280px-SAAF_Avro_Shackleton_MR3_Shevelev-2.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="266" src="http://www.thisiscolossal.com/wp-content/uploads/2013/04/happy-6.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: left;"><b>Lost in the desert sands: A first-hand account:</b></div><div style="text-align: left;"><br /></div><div style="text-align: left;">The South Africans Air Force crew who crash-landed this plane in the Sahara Desert were rescued with the help of a message dropped from the sky and a rebel movement.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">This is all that's left of the SA Air Force Shackleton 1716, forever abandoned in the sand.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"No way will you ever hear that sound again," said mission commander Hartog "Horace" Blok.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">He was reminiscing over the long-gone sound of the Shackleton's four Rolls Royce Griffon engines.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"The sound those engines make is just so unique. It's a sound that nothing can emulate, it's a beautiful sound."</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Blok is now involved in aviation in the private sector.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">These photographs were taken by United Nations officials who passed by the wreck recently.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">In July 1994 the Shackleton, known as Pelican 16, had been refurbished in a huge project, and the team was flying from SA to England to take part in a series of airshows.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">At the time The Star reported the aircraft was one of only two airworthy Shackletons left in the world, and had about 1 000 hours of airframe time left before being permanently grounded.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">It had been used for maritime patrols off the South African coast until a few years before its last trip.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">But en route to the English airshows, at night over the Sahara, the Shackleton had engine trouble and pilot Eric Pienaar had to crash land at 1.40am.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"It was pitch black. There was no horizon," remembered Blok.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"We just flew until we hit something.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"It's an anxiety attack that I never ever want to relive."</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Driven by terror of fire, they fled from the plane and scattered.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Blok blew a whistle to get everyone together and, joining hands, they counted all 19 occupants.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Only two were slightly injured.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Still holding hands to stay together, one survivor led them in the Lord's Prayer - a ritual re-enacted at the survivors' union every year. </div><div style="text-align: left;"><br /></div><div style="text-align: left;">They had sent mayday messages shortly before crashing, but after that lost radio contact.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">On the ground they set off a satellite-linked signal beacon - initially ignored by rescuers who disbelieved a signal from the Sahara.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">At sunrise, they attracted the attention of a French naval plane from Morocco by burning a tyre.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The French plane couldn't land, but eventually got help - by writing a note, shoving it into a plastic Coke bottle and dropping it on a UN team in two vehicles in the desert.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"One aircraft has crashed near your position - 19 persons on board.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"Position 015/10km from you. We try to contact you on frequency 1215 or 243 MHZ. GPS position 2238 north 01314 west," read the note.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Blok said the UN team fortunately included someone who spoke English, so could read the note.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Horrified at the prospect of 19 people mangled in an air crash, the UN team rushed to the scene.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"And there were the South Africans, beers in hand," said Blok.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The crash site was near Agwanit in the Western Sahara, for years in dispute between Morocco and the Polisaro Front, a Sahrawi rebel movement working for independence for the region.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The Shackleton survivors were helped by the Polisaro, even though South Africa did not recognise its government-in-exile until 10 years later.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The territory is still disputed.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"They took extremely good care of us," said Blok.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Within hours, the survivors had all been picked up.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">"The last one of us left the crash site at 11.45am local time," Blok said.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">The plane was written off as too difficult to salvage.</div><div style="text-align: left;"><br /></div><div style="text-align: left;">Now all that remains in the desert is the wreck of the grey- and-white plane, one of the last Shackletons to fly.</div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com1tag:blogger.com,1999:blog-7769985548327352614.post-81852385049260277102013-10-10T22:22:00.000-07:002014-03-13T07:37:20.749-07:00Avro Shackleton MR3 in SAAF service (Part 2)<h2>Avro Shackleton MR3 in SAAF service (Part 2)</h2><div><br /></div><div style="text-align: center;"><img height="271" src="http://cdn-www.airliners.net/aviation-photos/photos/1/7/0/2112071.jpg" width="400" /></div><div><br /></div><div><br /></div><div style="text-align: center;"><img src="http://www.sadf.info/Air%20Force%20Pics/Units/South%20Africa%20Airforce%2035%20Squadron%20Type%202%20Patch.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">35 Squadron Emblem</div><div style="text-align: center;">(<i>Shaya Amanzi - From the Zulu: "Hit the Water"</i>)</div><br /><div style="text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="http://img705.imageshack.us/img705/6355/dsc0376r.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="http://img705.imageshack.us/img705/6355/dsc0376r.jpg" width="400" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><b>1721</b> at Swartkops AFB</div><div style="text-align: center;"><br /></div><div style="text-align: left;">To replace the Short Sunderland, the SAAF ordered eight Avro Shackleton MR Mk3 in 1954, and delivery took place in 1957. The SAAF operated (1957 to 1984) a total of eight Avro Shackleton Mk.3's with tail numbers 1716-1723.</div><br /><div style="text-align: center;"><img height="129" src="http://img.wp.scn.ru/camms/ar/622/pics/61_3.jpg" width="400" /></div><br />One Shackleton was lost on operations when it crashed in the Wemmershoek (Stettynsberg) range of mountains during poor weather conditions on 8th August 1963 with the loss of life of all 13 crew:<br /><br />All aircraft were deployed by 35 Squadron at AFB Ysterplaat Cape Town , after initially flying out of Congela , close to Durban harbour.<br /><div style="text-align: center;"><img height="266" src="http://www.saairforce.co.za/seed/public/files/aircraft_images/60/461e3cb7df9be_large.jpg" width="400" /></div><br /><br />The Shackleton served as a Maritime Patrol Aircraft with both the SAAF and RAF and was later replaced in the SAAF by the C-47TP and Nimrod in RAF service. The SAAF however used only the Mk.3 variant without the Viper upgrade.<br /><br /><div style="text-align: center;"><img height="266" src="http://www.grobbelaar.us/albums/ysterplaat/Avro%20Shackleton%20MR3/slides/SAAF%20Avro%20Shackleton%20MR3%2004.JPG" width="400" /></div><br />Procuring the Shackleton was a major step up from the previous use of Sunderlands and Catalinas and according to Wiki , even Harvards and Spitfires were used! Shackletons were used extensively until 23 November 1984 when it was officially withdrawn from service.<br /><br /><div style="text-align: center;"><img height="129" src="http://img.wp.scn.ru/camms/ar/622/pics/61_5.jpg" width="400" /></div><br /> Shackleton 1716 was re-furbished to flying condition for the SAAF Museum, but had the unfortunate experience to crash land in the Sahara desert near the border with Mauritania on 13 July 1994 whilst on a flight to Great Britain to take part in a number of air shows. It suffered a number of engine failures and was forced to land in the dark, without any loss of life to the 19 crew on board. (See separate post on this)<br /><br />Another Shackleton 1722 has been re-conditioned to flying status and flies as part of the SAAF Historical Flight in Cape Town.<br /><br /> Armament consisted of two 20-mm cannon in the nose, plus up to 10,000lb (4 536kg) of weapons in the underfuselage bay.<br /><br /> From the book Avro Shackleton by Barry Jones:<br /><br />The SAAF's Shackleton strength was reduced by one in August 1963. <b>1718</b> had previously suffered a hydraulic failure,resulting in a wheels-up landing at D. F. Malan on 9 November 1959, but the<br />required repairs were carried out in record time, in order to get the aircraft back into service. On 8 August 1963 the aircraft had been engaged in joint exercises with the RAF and was on a return flight to Cape<br />Town. In gusting winds and severe icing conditions down to 3,000ft (l,000m), 1718 struck high ground before crashing into the Wemmershoek mountain range outside the town of Worcester, some 60<br />mile (96km) east of its destination. The crash occurred about 25.8 km (16 miles from the nearest town, Worcester, in the Stettynskloof valley between Paarl and Stellenbosch.<br /><br /><div style="text-align: center;"><img height="310" src="http://i129.photobucket.com/albums/p224/nico2010/Shackleton%201718/Shackleton1718CrashSite.jpg" width="320" /></div><br />All thirteen crew members were killed in the tragedy, that was hard to accept by the squadron for some time. The aircraft had made a total of 777 flying hours during the six years since its acceptance by the SAAF<br /><br />On the other side of the coin, two years later 1722 took part in an impressive display of search and rescue. Eight Buccaneer S.50s were in loose formation on their delivery flight to the SAAF when one, SAAF No.419, had a flame-out in both engines at high altitude, about 500 miles (800km) south of the Canary Islands. The two crew members,Captains Jooste and de Kerk, ejected while Major A. M. Muller, who was leading the formation, relayed their position. 1722 was scrambled, and only a couple of hours into the mission picked up the 'blips' from the downed airmen's SARAH beacons.<br /><br />Coloured flares were fired by both the Shackleton crew and the survivors in the Atlantic, to verify visual contact by all concerned.Another MRJ, 1721, was drafted into what was no longer a search, but a rescue<br />operation and two sets of Lindholme Gear were dropped to the Buccaneer crew.<br />The Dutch liner Randfontein was in the area and 1722 guided it to the rescue location, where a successful transfer from life raft to luxury was made. 1722, captained by Major Pat Conway, had flown nearly eighteen<br />hours on the AR mission, which had been undertaken as a text-book operation.<br /><br /><div style="text-align: center;"><img alt="Image" height="300" src="http://i1206.photobucket.com/albums/bb447/stirlingeffort/SAAF%20Shackletons/Shackleton61.jpg" width="400" /></div><br />In 1971, the treacherous currents around the Cape of Good Hope claimed another victim. The 70,000 ton oil tanker Wafra ran aground on rocks off Cape Agulhas, the most southerly tip of the African continent.<br />With its 60,000-ton cargo of crude oil threatening to cause an ecological disaster for the area's wildlife, not to mention the renowned holiday resorts that were located around that part of the country, an ocean-going tug was called in to tow the stricken vessel off the rocks. Good seamanship by the tug's crew got the Wafra<br />clear of the reef with very little oil spillage and the tanker was towed some 200 miles (300km) out to sea. As the vessel was unsalvageable in her existing state and there was no chance of transferring her cargo to another tanker, the SAAF was briefed to sink her, with the added instruction that, if possible, the ship's internal structure was not to be ruptured, so that she could take her cargo with her when she sank.<br />No. 24 Squadron's Buccaneer S.50s, armed with a pair of Nord AS-30 air-to ground missiles under each wing, carried out two sorties against the vessel, under the guidance of No. 35 Squadron, but the tanker remained intact. Consequently,MR.3s were called into action and a salvo of depth charges dropped alongside the Wafra had the desired effect. She sank onto the Agulhas Plateau, 2,300ft (700m) below the turbulent meeting place of the Atlantic and Indian Oceans, complete with her crude oil.<br /><br />At least two SAAF MRJs are known to have returned to the UK. 1719 arrived on 25 February 1963 for a six-week training exercise with Coastal Command and it arrived back at D. F Malan on 1 April. The<br />following year, 1722 touched down at BalIykelly on 28 June, for a four-week course at the JASS, returning to Cape Town on 30 July 1964.<br /><br />After the loss of 1718, the seven surviving MR.3s were all progressively modified to Phase III standard by Hawker Siddeley CWPs, except that the Armstrong Siddeley Viper jet boost (JATO) engines was never installed in any of the South African aircraft. The bases used by No. 35 squadron were deemed to be large<br />enough to get even a fully laden MRJ airborne. The Phase III modifications were implemented before the arms embargo and the full ECM suit was installed in all seven aircraft, so that they approximated to the<br />RAF's final MR.3 condition, apart from the Viper JATO.<br /><br />Wing re-sparring was carried out on at least two aircraft, 1716 being out of service for the work between March 1973 and April 1976. Re-sparring on 1717 took a lot less time - no doubt the engineers had<br />learned from the work on 1716 - the squadron being without the aircraft from September 1975 to October 1977. At least two other aircraft, besides 1718 and 1723 already mentioned, had undercarriage<br />problems on landing. 1722's nose wheel refused to lock down on 7 June 1960 and the aircraft landed on a foam laid down at Langebaanweg, the nose-wheel assembly collapsing on contact with the runway. Two years later, on 10 September 1962, 1721 had to make a wheels-up landingat Ysterplaat, but the damage sustained was repaired in a comparatively short time.<br /><br /><img src="http://farm5.staticflickr.com/4150/5415033827_99aeecdc30_z.jpg" /><br /><br />One other mishap to the SAAF MRJ fleet occurred on 18 September 196 I, when 1720 was undertaking asymmetric landing practice. The pilot undershot the runway at D. F Malan and the aircraft was extensively<br />damaged. Rather than dismantling 1720 and taking it away for repair, a hangar was constructed around it for the work to be carried out where it was.<br /><br />The arms embargo certainly had a detrimental affect on the SAAF's MR.3s, and the two re-sparrings already mentioned were quite an engineering accomplishment on the part of their maintenance engineers. Engine spares were impossible to obtain, as were new tyres and electronic replacements so, in November 1984, the Shackleton was officially withdrawn as an operational aircraft in the SAAF.<br /><br /><b>1723</b> had expended its fatigue life several years prior to this and had been grounded since 22 November 1977. It was stored in the open at Ysterplaat, until being purchased by Vic de Villiers, who acquired the aircraft via a triple deal involving both the South African Airways Museum and the SAAF Museum. De Villiers gave the airways museum Vickers Viking ZS-DKH, which he had held for many years, and<br />they let the SAAF Museum have a Lockheed Ventura. The SAAF completed the convoluted agreement by selling 1723 to de Villiers, who mounted it on the roof of his 'Vic's Viking Garage' on the Johannesburg<br />to Vereeniging road. For many years it remained in its service colours, but without national markings. However, by 1994,commercial advertising had taken over and the aircraft was repainted a vivid red,<br />over which' Coca Cola' logos were liberally displayed. A sign that is mounted beside the aircraft, incorrectly said 'World War Two Shackleton'; today this has been edited and the word 'Two' has gone, although<br />the legend is still inaccurate.<br /><br />On 24 April 1978, five months after 1723 was grounded, 1719 followed suit and it too was stored in the open at Ysterplaat to begin with. Later the aircraft was moved on it own wheels to an airfield at Stellenbosch, in the South African wine region. Finally, in 1991, 1719 was moved, to the<br />Cape Town Waterfront complex, where it is displayed today.<br /><br /><b>1720</b> had reached the end of its fatigue life by 10 March 1983, so it was grounded.<br />It had been planned to mount the aircraft a the gate guardian at Ysterplaat, but someone 'pulled rank' and instead it was positioned outside the Warrant Officer's Club. For a reason that cannot be ascertained,<br />it was repainted to represent '1719', complete with the individual code 'L'. Maybe it was hoped to frustrate future aviation historians, but today the aircraft's proper identity has been restored.<br /><br />In 1984,<b>1717</b> too was grounded; it had only been kept flying to that date by courtesy of a technical team that ascended the Wemmershoek Mountains to where the wreckage of 1718 lay, in order to retrieve serviceable parts that could be used on 1717. After open-air storage at Ysterplaat, the aircraft was dismantled to be taken by sea to Durban. From there, in October 1987,it went by road to Midmar Dam and was reassembled for static display at the Natal Park Board Museum.<br /><br />The nostalgia of the Shackleton' retirement was not lost on the SAAF and on 23 November 1984 the surviving trio of airworthy MRJ ,1716,1721 and 1722, took part in a ceremonial flypast at D. F. Malan<br />Airport. Twelve growling Griffons was quite a farewell note! Two weeks after the ceremony, <b>1716</b> and <b>1721</b> were flown to the AAF Museum at Swartkop, while 1722 was retained in ground-running condition<br />by No. 35 Squadron for the museum.<br /><br />In November 1991, the aircraft was flown to Ysterplaat, which, by then, had developed into the second largest military aviation museum in South Africa.<br /><br /><b>1963 ACCIDENT SUMMARY ANALYSIS</b><br /><b><br /></b><br /><br />Occurrence Date: 8 August 1963<br />Aircraft Involved: one Avro MR. Mk 3 Shackleton (serial 1718)<br />Aircrew & Aircraft Home Unit: 35 Squadron at DF Malan International Airport<br />Aircraft Damage Classification: Category IIIa<br />Accident Root Cause: human error (pilot error)<br />Total Human Involvement: 13<br />Total On-Board Human Involvement: 13<br />Total Human Attrition: 13 killed<br /><br />Identity of Deceased:<br /><br />Pilot, Capt Thomas Howard Silvertsen (P22051) attested in the SAAF 01/04/48<br />co-pilot, 2/Lt Charles Alwyn du Plooy (P1/48842/1) attested in the SAAF 25/01/61<br />3rd pilot, Capt Jaques Guillaume Labuchagne (P21805) attested in the SAAF 04/02/53<br />navigator, Lt Abraham Gert Willem Coetzee (P20965) attested in the SAAF 28/01/57<br />2nd navigator, 2/Lt George James Smith (P1/24862) attested in the SAAF 23/03/60<br />3rd navigator, CO Derek Ian Strauss (P50506) attested in the SAAF 07/01/63<br />flight engineer, WO2 Sydney Shields Scully (P4895) attested in the SAAF 01/09/36<br />2nd flight engineer, L/Cpl Marthienus Christoffel Vorster (P2/20554) attested in the SAAF 01/04/58<br />signals leader, Sgt David Hope Sheasby (P17877) attested in the SAAF 03/03/55<br />radio operator, L/Cpl Charl Paul Viljoen (P20356) attested in the SAAF 01/06/55<br />2nd radio operator, L/Cpl Matthys Johannes Taljaard (P17993) attested in the SAAF 06/03/57<br />3rd radio operator, L/Cpl Michel Adolf Brodreiss (P23845) attested in the SAAF 01/12/59<br />4th radio operator, A/M Johannes Chamberlain (P50083) attested in the SAAF 01/07/62<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="http://i1047.photobucket.com/albums/b473/FixaDak/1718.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://i1047.photobucket.com/albums/b473/FixaDak/1718.jpg" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div>The tactical submarine phase of Operation CAPEX (Cape Exercise), a joint training exercise involving elements of Britain's Royal Navy and both the SA Navy and Air Force, commenced on August 7, 1963. During this phase, the Royal Navy submarine, HMS Alliance, would relocate from her existing position south of Port Elizabeth to a position further west, from where she would take part in further exercises with the SA Navy. During this transitional phase of the submarine, Shackleton 1718 was tasked by Maritime Group to conduct a CAPEX A exercise with the submarine.<br /><br />Although 35 Squadron was based at the military section of DF Malan International Airport in Cape Town, the unit's headquarters was at nearby Air Force Station (AFS) Ysterplaat and it was at this latter facility that the flight crew of Shackleton 1718 received a full briefing at 12H30 on August 8, 1963. During this briefing, the Operations Officer on duty advised the Shackleton aircrew to head out over False Bay after take-off and to transit seawards towards the exercise area. He warned them that the direct overland route to Port Elizabeth should be avoided due to anticipated high icing levels on this route.<br /><br />Forecast weather for the route over False Bay and then southwards was poor. Heavy icing conditions could be expected between 1 220 and 1 829 m ( 4,000 and 6,000 ft) above mean sea level (AMSL) and consequently the flight crew were further briefed that Maritime Group had granted them special clearance to transit to the exercise area under 915 m (3,000 ft) AMSL. A 244 m (800 ft) AMSL cloud base would exist with tops up to 6 707 m (22,000 ft). Heavy air turbulence could be expected with cumulonimbus clouds, hail and heavy rain throughout. Surface wind was 42 km/h (26 mph) at 340? and 92 km/h (57 mph) at 340? and 1 524 m (5,000 ft).<br />Even though the forecast weather over the eastern overland route was no better, at least the seaward route would eliminate the risk of the aircraft accidentally flying into high ground in the conditions of much reduced visibility. The aircraft commander, Captain (Capt) TH Silvertsen , when giving his own briefing, confirmed his route as south over False Bay and then seawards towards the exercise area. The flight had been authorised by Maritime Group to provide the Shackleton crew with training in the radar detection of a submarine. No special instructions were issued.<br /><br />Shackleton 1718 was fully serviceable for flight even though the compasses had not been swung on their normal expiry date of July 19, 1963. Maritime Group gave authorisation for a month's extension provided that no major part of the aircraft was replaced. The compasses were therefore considered serviceable.<br /><br />The Flight Office at Ysterplaat was uncomfortable about the weather conditions and telephoned the Maritime Group Operations Centre thrice prior to the departure of the Shackleton, in an effort to get the flight cancelled, but this request was not forthcoming.<br /><br /><div style="text-align: center;"><img height="266" src="http://www.saafmuseum.org.za/wp-content/uploads/2010/12/shack3_resize.jpg" width="400" /></div><br />Just minutes before take-off, Capt Silvertsen, notwithstanding his briefing instructions, informed Air Traffic Control (ATC) that he would climb to 2 896 m (9,500 ft) AMSL and head overland towards Port Elizabeth.<br /><br />The aircraft lifted off Runway 34 at 15H06 and turned right on 350? for the climb out. Moments later, ATC informed the commander to come to 330? so as to safely avoid Tiger Mountain. Capt Silvertsen acknowledged this transmission and did accordingly. After the lapse of about a minute, he requested clearance to resume his original course of 350?. This was the last radio transmission received from Shackleton 1718.<br /><br />At about 15H20 the radar technician at DF Malan requested permission to deactivate the radar for about ten minutes due to flooding of the radar installation on account of the heavy rain. This permission was granted, but before the radar was deactivated, 1718's location was given as a distance on the radar screen of about 40 km (25 miles) on a course of 100?. The ground course was about 145?.<br /><br />Although the evidence suggested that the airplane had crashed, most likely in the Stettynskloof/Wemmershoek Mountains area, the adverse weather conditions, combined with the lateness of the hour, precluded any meaningful attempt at a search and rescue effort being mounted until the following day, August 9.<br /><br />At 10H00 and again at 13H30 on August 9, helicopters were sent out to the Wemmershoek area to report on the weather, which remained completely adverse. Following a report of an aircraft having been heard, a further helicopter was despatched at 15H00 to search the mountains south of Simonstown. On August 10, another helicopter continued the search at Simonstown from 08H15, while a second aircraft was sent to report back on the weather in the Wemmershoek area. Here, the weather was still closed in, but hinted at the first signs of improvement. At 09H00 at aircraft was sent to fly high over the Wemmershoek Mountains to report on the cloud coverage. At 11H00 two aircraft continued a search in the same mountains and at 13H15 they were joined by a further pair of rotorcraft. The wreck was finally discovered from the air at 17H18 just over two days following the accident. It was evident from the almost complete destruction of the aircraft that nobody aboard could possibly have survived the crash.<br /><br />The crash occurred about 25.8 km (16 miles from the nearest town, Worcester, in the Stettynskloof valley between Paarl and Stellenbosch. After inspecting the crash scene, the 35 Squadron Engineering Officer, Capt WJ Stiglingh decided to investigate the failures apparent on the port elevator and the upper section of the starboard rudder, both of which detached in flight, although the Board of Inquiry (BOI) officially convened to investigate the cause of the accident, was unable to establish which broke off first.<br /><br />The section of the starboard rudder was found 1 620 m (5,314 ft) and the port elevator 1 250 m (4,100 ft) from the impact point. Following the disintegration of these two flight control surfaces, the aircraft would have been rendered uncontrollable. At this point (about 15H25) the pilot was heard to make his final radio transmission: “Mayday. Mayday,” but this was not recognised as such by the ATC. The timing of the transmission coincides exactly with the crash time.<br /><br /><div style="text-align: center;"><img height="266" src="http://roryinsouthafrica.files.wordpress.com/2012/05/img_5155.jpg" width="400" /></div><br />At the same time that the starboard rudder and port elevator detached in flight, the port fuel tip tank also broke away removing a section of the port wing and both outer elevators. The outer most starboard elevator was found further forward than the impact point of the port tip tank. Clearly, it broke away shortly after the tip tank. The port elevator, which was complete, showed relatively little damage. Most of the damage sustained was consistent with it having fallen on to its inboard end and then on to some rocks. Signs were found, however, of excessive downward movement of this elevator to the extent that the hinges had damaged the steel spar, more so at the outboard hinge where the hinge arm had actually cut into the spar. It was official opinion that pilot applied force could not have caused this damage since the control column movement in restricted by stops strong enough to resist human force.<br /><br />It is considered that at the time of the excessive downward movement of the elevator, the force, mainly due to leverage over the spar, was sufficient to cause failure of the hinge bolts in tension. Failure of the spar attachment upper lug clearly indicated that the outboard end of the elevator broke away first in a rearward direction. No evidence was found to suggest that this port elevator was attached to the airframe at the time of impact.<br /><br />Examination of the starboard elevator indicated that its upward travel had been exceeded; this and other damage to this elevator being consistent with crash damage.<br /><br />Regarding the section of the upper starboard rudder, the outboard skin at the break had failed in tension and the inboard skin was torn away from the front rearwards, this indicating that the broken off portion was first bent inwards and then backwards. Furthermore, apart from damage at the upper leading edge, which was inflicted when the rudder struck the ground, this portion of rudder was altogether undamaged. The rudder was probably detached from the aircraft before the point of impact.<br /><br /><div style="text-align: center;"><img height="266" src="http://i888.photobucket.com/albums/ac82/deuce11/Shackleton%20WR963/Picture034.jpg" width="400" /></div><br />As for the lower portion of the starboard rudder, failures on the outboard and inboard skins correspond to failure on the upper section. Damage on this section would appear to indicate that it did not strike the ground at the point of impact, but that it was flung forwards and carried further assisted by the strong winds prevailing at the time.<br /><br />Considerable violence coupled with exceptionally strong winds and/or air turbulence was necessary to carry the port and starboard fin, port tailplane and several other pieces of empennage to their final positions. None of these parts, except the starboard fin, displayed any damage that could have occurred at the point if impact.<br /><br />The port tailplane front spar had pulled out along its length, shearing all its rivets. Examination of the main impact zone indicated that the fuselage struck at right angles to the main mark down the slope and the sideways cartwheel or flick might have thrown empennage parts in to the air forward of, and to the right of, the impact area.<br /><br />Examination of the point of impact of the port wingtip fuel tank indicated that the angle that the tank struck the ground was such that, had the tank been attached to the aircraft, the empennage should then have hit the ground. The tank was therefore most probably detached from the aircraft while still in the air. Positions of the No. 3 and 4 ailerons and part of the port wing support this reasoning.<br /><br />The dump valves of both port and starboard tip tanks were found in the fully open position. As these valves are electro-mechanically driven, they were probably intentionally open and most likely before the port tip tank impact since this tank still had a considerable amount of fuel left over in it, judging by the flash fire area. The forward portion of the starboard tip tank, on the other hand, showed no signs of flash fire or explosion, indicating that its fuel content at the time of impact must have been low. The open dump valves appear to suggest that the pilot must have been busy dumping fuel in order to reduce the load on the airframe when it experienced the heavy turbulence and just before the aircraft began disintegrating. The aircraft weighed about 43 213 kg (95,242 lb) at the time of the accident.<br /><br />In an attempt to reconstruct the events leading up to the crash, another Shackleton of the same weight and load as Shackleton 1718, took off from Runway 34 at DF Malan on August 22, 1963 to attempt to emulate as closely as possible the course and climb tempo of the stricken aircraft. Based on this emulation, it was ascertained that Shackleton 1718 was either at or very close to its intended cruise altitude of 2 896 m (9,500 ft) AMSL.<br /><br />Instrument Flight Rules (IFR) flight had been authorised and the aircraft had been operating under IFR conditions at the time of its demise.<br /><br />The Board was satisfied that the flight crew were under all circumstances both qualified and capable of performing the mission with which they had been tasked.<br /><br />The accident occurred over State ground; property of the Department of Forestry. The terrain was unplanted, deforested and in its natural state. No claim could thus be made by the Department. There was no damage to private or other military property.<br /><br />Shackleton 1718 was manufactured in August 1957. Although possessing a maximum take-off weight of 45 372 kg (100,000 lb), for its final flight it lifted off at 43 938 kg (96,840 lb). Since the aircraft was heavily laden with its maximum weight point close to the rearmost limit, the pilots would have experienced some instability in the yawing (left/right) plane.<br /><br />The Board established that the impact speed of the aircraft was high and that this, combined with the resulting fire following the crash, caused almost complete destruction of the aircraft. There was no attempt by the crew to use parachutes and all aboard are assumed to have perished in the high G impact.<br /><br />The Board established that the atrocious weather was a significant contributory factor in this accident. Wind was about 148 km/h (92 mph) due to the unstable air mass forming convection currents. Cloud cover extended from 305 m (1,000 ft) to 8 841 m (29,000 ft) AMSL with associated heavy precipitation. Due to the turbulence, the moist unstable air mass and low icing height resulted in unusually high icing conditions from 1 220 m to 1 829 m (4,000 ft-6,000 ft).<br /><br />Air Force headquarters telephonically informed the Board that the maximum acceleration permitted on the Shackleton airframe was 2.4 G. It was thus theoretically possible to easily exceed this low limitation, especially under conditions of unusually high turbulence as in this case. Although it cannot be proved, it is not impossible that the pilot in control could have over controlled the aircraft on at least one occasion in response to the unusually heavy turbulence. This could have placed an additional load on the airframe.<br /><br />It was considered a possibility that, due to the turbulence, the pilot found himself unwittingly between the mountain peaks and that either one wingtip or one of the tail surfaces skimmed the side of one of the mountains, the impact causing the aircraft to disintegrate in flight and causing the pilot to lose control. The Board, however, considered this scenario unlikely given the fact that the ATC heard the pilot's Mayday transmission clearly and the aircraft must have thus been flying above the mountain peaks under normal circumstances when the radio call was put out. Additionally, the fact that the dump valves were open does not correspond with a collision against a mountain.<br /><br />The Board found Capt Silvertsen solely responsible for the accident. He displayed a complete lack of discipline by disobeying a direct order to rather route south over False Bay and instead routed over land, where the mountainous terrain exacerbated the already foul weather conditions. The aerodynamic effect of heavy icing, strong and turbulent winds, the heavy weight of the aircraft combined with the possible over control by the pilot in control, placed an unusually high loading on the airframe. This resulted in the airframe exceeding its design limits and initiated disintegration, leading to the loss of control and the consequent fatal crash. The accident was classed as an avoidable major flying accident.<br /><br />All the evidence submitted by all the witnesses interviewed was considered credible by the Board.<br /><br />Shackleton 1718 was delivered new to the SAAF valued at R 417 250.00. At the time of its demise it had completed 775.15 total airframe hours and, with depreciation, was valued with engines and propellers at R 266 109.45. The Rolls-Royce Griffon Mk 57A piston engines, like the airframe, were all classified as having sustained Category IIIa (write-off damage with no salvageable content). Engine numbers were 64411, 64412, 64416 and 64445.<br /><br /><b>This was the only Shackleton to be written off in 27 years of SAAF service from 1957 to 1984.</b><br /><br />The Group Commander remarked that the ultimate load factor was 4 G. This figure suggests that the airframe was considerably stronger than the BOI was made to believe when they made their investigation. This information was, however, not available to the Board at the time.<br /><br />The only flight crew member of the 13 that perished on board to have received any honours or awards was WO2 (Warrant Officer Class 2) Scully, recipient of the Africa Star with Clasp and the Union Medal (No. 285).<br /><div><br /></div><div><b>Individual Aircraft History:</b></div><div><b><br /></b></div><div style="text-align: center;"><img height="227" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/Shackleton1716JStarboardView.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="260" src="http://www.saairforce.co.za/seed/public/files/aircraft_images/60/46b49c3c66c67_large.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="265" src="http://img405.imageshack.us/img405/2233/shackletonpelican16.jpg" width="400" /></div><div><b><br /></b></div><div><div><b>1716 / J</b> - c/n1526, first flight 29th March 1957, accepted at the Woodford Airfield by 35 Sqdn on the 16th May 1957, ferried to RAF St Mawgan for SAAF air-crew work-up exercises on the 21st May 1957, Departed for South Africa on the 13th August 1957, arrived Waterkloof on the 18th August 1957, Progressively modified up to Phase III standard. Wing re-sparring took place in South Africa, from March 1973 to April 1976. The aircraft took part in the retirement ceremony flypast at DF Malan airport, Cape Town, on the 23rd November 1984. </div><div><br /></div><div style="text-align: center;"><img height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhp2VfdhOF5iYCKuqVh0qHwbEw9UwE8tVMVj_ljrH7l1dARDUAk8eEE4js0vJz7hK2CPJR7SECG3jnWxwMz8ZWrm7V1ECpkgCVvXBCYUGhrdj2kcEf_ySQqPzHluR3eOr_IujLOhqMXn9Il/s400/Shackleton%20MR%20Mk%203%201716%202.jpg" width="400" /></div><div><br /></div><div>She was ferried from Cape Town to the SAAF Museum Swartkops on the 4th December 1984, with Capt Louis van Wyk as aircraft Captain. Restored to airworthy status in 1994, for planned attendance at a series of airshows in the UK. 1716 departed Cape Town International RW01 on the 8th July 1994, for the United Kingdom, routing via Libreville, Gabon, - Abidjan, Ivory Coast, - Lisbon, Portugal for intended entry into the UK via Brize Norton. Crashed 13th July 1994, in the Western Sahara Desert (22.38N, 03.14W) en-route to the UK.</div><div><br /></div><div style="text-align: center;"><img alt="Image" height="300" src="http://i42.tinypic.com/wgue5k.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img alt="Image" height="300" src="http://img.photobucket.com/albums/v452/Blackb1rd/NR6A0510_zps27c55736.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><div>Shackleton 1720 - painted as 1717 - which was on static display in front of the NCO's mess at </div><div>Ysterplaat AFB in Cape Town for many years, was sadly broken up on 12th March 2013.</div><div><br /></div><div>Speculation has it that it was due to corrosion - it had been considered a safety hazard</div><div><br /></div><div><img src="http://img706.imageshack.us/img706/3046/shackleton1.jpg" /></div></div><div><br /></div><div><b>1717 / O</b> - c/n1527, first flight on the 6th May 1957, accepted at the Woodford Airfield by 35 Sqdn on the 16th May 1957, ferried to RAF St Mawgan for SAAF air-crew work-up exercises on the 21st May 1957, Departed for South Africa on the 13th August 1957, arrived Waterkloof on the 18th August 1957, from where 1716, 1717, & 1718 departed to Cape Town. The a/c was progressively modified up to Phase III standard. Wing re-sparring was done from September 1975 to October 1977. The aircraft was withdrawn from service & placed in storage at AFB Ysterplaat. During October 1987, she was dismantled & transported by sea to Durban, & then via road to the Midmar Dam, for static display at the Natal Parks Board transport museum. Financially the Natal Parks Board were unable to keep funding the museum, and all the exhibits were disposed of. With the subsequent closure of the Midlands Historic Village, where the aircraft was displayed, she was bought on auction by Mr Desai, a private businessman from Stanger in Kwazulu Natal. As of 2006, the airframe had been cut up for scrap, with only the engines remaining, potentially being sold to the UK.</div><div><br /></div><div style="text-align: center;"><img height="200" src="http://www.saairforce.co.za/seed/public/files/gallery/3/11/51/46850e68d736d_large.jpg" width="400" /></div><div><br /></div><div><b>1718 / K</b> - c/n1528, first flight on the 13th May 1957, accepted at the Woodford Airfield by 35 Sqdn on the 16th May 1957, ferried to RAF St Mawgan for SAAF air-crew work-up exercises, Departed for South Africa on the 13th August 1957, and arrived Waterkloof on the 19th August 1957, from where 1716, 1717, & 1718 departed to Cape Town. The a/c had a wheels-up landing at DF Malan airport on the 9th November 1959, and was repaired during 1959-1960. She crashed in the Wemmershook mountains during poor weather, on the 8th August 1963. The aircraft was taking part in a CAPEX exercise, when severe icing caused loss of control, and the aircraft crashed inverted into a mountain valley, killing all 13 onboard. The crew were: Capt Thomas Howard Sivertsen , Capt Jaques Guillaume Labuchagne, Lt George James Smith, Lt Abraham Gert Willem Coetzee, CO Derek Ian Strauss, 2/Lt Charles Alwyn du Plooy, WOII Sydney Shields Scully, A/Cpl Charl Paul Viljoen, A/Cpl Marthienus Christoffel Vorster, T/A/Cpl Matthys Johannes Taljaard, A/Cpl Michel Adolf Brodreiss, F/Sgt David Hope Sheasby, Air Mech Johannes Chamberlain.</div><div><br /></div><div style="text-align: center;"><img height="266" src="http://www.nocturnar.com/imagenes/avion-avro-shackleton-FrankS1.jpg" width="400" /></div><div><br /></div><div><b>1719 / L</b> - c/n1529, first flight on the 6th September 1957, accepted by 35 Sqdn in January 1958, departed for Cape Town on the 8th February 1958, arrived Cape Town on the 13th February 1958. Returned to the UK for training with Coastal Command on the 25th February 1963 and returned to South Africa on the 1st April 1963. Progressively modified up to Phase III standard. She was withdrawn from service on the 24th April 1978 & in storage at AFB Ysterplaat. Static display outside clubhouse at Stellenbosch airfield. Static display at the V&A Waterfront in Cape Town, cut up for scrap.</div><div><br /></div><div style="text-align: center;"><img height="262" src="http://i1206.photobucket.com/albums/bb447/stirlingeffort/SAAF%20Shackletons/1Shackleton70a.jpg" width="400" /></div><div><br /></div><div><b>1720 / M </b>- c/n1530, first flight on the 26th September 1957. Accepted by 35 Sqdn in January 1958. departed for Cape Town on the 8th February 1958, arrived Cape Town on the 13th February 1958. During asymmetric practice on the 18th September 1961, landed in undershoot at DF Malan airport, and was badly damaged. Repaired on site, with a hangar being constructed around the aircraft whilst repairs were carried out. Progressively modified over the years up to Phase III standard by March 1973. Tthe aircraft was withdrawn from service on the 10th March 1983, after reaching the end of its fatigue life. Initially allocated as a gate-guard at AFB Ysterplaat, she is displayed outside the WO's club, now having been sprayed in the1957 delivery colours & marked as 1717-O. Due to the airframe deteriorating & being a safety concern, she was cut up for scrap 2013. </div><div><br /></div><div style="text-align: center;"><img height="261" src="http://farm9.staticflickr.com/8507/8517357197_9fd5b0505b_b.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://img838.imageshack.us/img838/6641/imgjn.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="275" src="http://img838.imageshack.us/img838/6641/imgjn.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><img src="http://community.fortunecity.ws/silverstone/paddock/1496/pics/shack1.jpg" /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><img height="266" src="http://www.grobbelaar.us/albums/SAAF%20Museum/Avro%20Shackleton/slides/Avro%20Shackleton%2009.JPG" width="400" /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div><br /></div><div><b>1721 / N</b> - c/n1531, first flight 12th December 1957, accepted by 35 Sqdn on the 30th January 1958, departed for Cape Town on the 14th February 1958, and arrived cape Town on the 26th February 1958, damaged in a wheels-up landing at AFB Ysterplaat on the 10th September 1962. Progressively modified over the years up to Phase III standard, has the distiction of being the Shackleton which using depth charges, sunk the damaged tanker Wafra in March 1971. This after attempts by the Buccaneers of 24 Sqdn to sink the ship had failed. Took part in the retirement ceremony flypast at DF Malan airport on the 23rd November 1984. Ferried to SAAF Museum Swartkops for static display in December 1984. She was used as a parts donor for the restoration of 1716.</div><div><br /></div><div style="text-align: center;"><img height="300" src="http://mysite.mweb.co.za/residents/brent_best/misc/shack/20060924_010762_1280.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><br /></div><div><b>1722 / P</b> - c/n 1532, First flown on the 7th February 1958. Departed for South Africa on the 14th February 1958, arriving Cape Town on the 26th February 1958. On the 7th June 1960 the aircraft nosewheel assembly refused to lock down, and she landed on a foam strip at Langebaanweg. The nose undercarriage collapsed on touchdown resulting in slight damage. The aircraft was repaired and progressively brought up to Phase III (non-Viper) standard. She returned to the UK on the 28th June 1964 for Joint Anti Submarine School (JASS) course, flying from RAF Ballykelly. Returning to Cape Town on the 30th July 1964. Took part in final retirement ceremony, overflying DF Malan in formation with 1716 and 1721 on the 23rd November 1984. Retained by 35 Sqn at DF Malan in ground running condition for the SAAF Museum. Her last public flight was on the 24th September 2006, at the Africa Aerospace & Defence airshow, after which the Chief of the Air Force, felt the value of Shackleton 1722 was too high to risk by continuing to fly the aircraft, and she was grounded. This ended the famous "Pelican22"'s flying career, which had spanned an impressive 48 years! Still not 100% sure of her final flight date though?</div><div><br /></div><div>Quote:</div><div>So the last flying Shackleton in the world was certainly 'Pelican 22', whose final flight happened on March 29, 2008. This was a typical flight which took it over the city of Cape Town, and then out over the Atlantic Ocean, then back over Robben Island to Ysterplaat AFB. This final flight was piloted by Captain Peter Dagg. The crew included flight engineer Bronkhorst and ground engineer Potgieter.</div><div><br /></div><div style="text-align: center;"><img height="269" src="http://i762.photobucket.com/albums/xx267/Jerrycan_photo/Shackleton1716JNoseGuns.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="268" src="http://www.trekairways.co.za/ZS-DKH%20Viking%20off%20roof%20Shackleton%20replaces%20Viking.jpg" width="400" /></div><div></div><div><br /></div><div><b>1723 / Q</b> - c/n1533, First flown on the 10th February 1958. Departed for South Africa on the 14th February 1958, and on arrival at AFB Ysterplaat on the 26th February 1958, the aircraft suffered a hydraulic failure. The undercarriage and flaps were lowered using emergency air, but the brakes were inoperative and the aircraft ran off the runway, colliding with a brick building. The damage to No. I engine was repaired. Progressively modified up to Phase III standard. The aircraft was retired on the 22nd November 1977, having expended her fatique life. Ironically she was the last aircraft delivered, but the first to be retired. She was stored in the open at AFB Ysterplaat until sold, and in March 1987, was put on display on top of Vic de Villiers 'Vic's Viking', garage in Johannesburg. This was a three way swop, with the Shackleton replacing a Vickers Viking, ZS-DKH, which went to the SAA Museum, and the SAA museum then gave the SAAF Museum three Ventura's. 1723 was initially kept displayed in her SAAF colours, but was subsequently over the years sprayed red/white in Coca Cola colours, then blue/white in SASOL colours.<br /><br />Read more about this particular aircraft <a href="http://aircraftnut.blogspot.co.nz/search/label/Viking">1723 and Vick's Viking Garage</a> (click on link)</div></div><div><br /></div><div><br /></div><div>No copyright infringement intended. Happy to credit you, link or delete images. Just contact me. Not my work, just collated.</div><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-68293609127887156762013-10-10T21:05:00.000-07:002014-03-13T07:37:20.768-07:00Avro Shackleton in SAAF Service: Part 1<h2>Avro Shackleton (Part 1)</h2><br /><div style="text-align: center;"><img height="266" src="http://www.flugzeuginfo.net/acimages/shackleton_jacoduplessis.jpg" width="400" /></div><b>Shackleton</b><br /><br />Role<span class="Apple-tab-span" style="white-space: pre;"> </span>Maritime patrol aircraft<br />Manufacturer<span class="Apple-tab-span" style="white-space: pre;"> </span>Avro<br />Designer<span class="Apple-tab-span" style="white-space: pre;"> </span>Roy Chadwick, W.M. Taylor<br />First flight<span class="Apple-tab-span" style="white-space: pre;"> </span>9 March 1949<br />Introduction<span class="Apple-tab-span" style="white-space: pre;"> </span>April 1951<br />Retired<span class="Apple-tab-span" style="white-space: pre;"> </span>1990<br />Primary users<span class="Apple-tab-span" style="white-space: pre;"> </span>Royal Air Force<br />South African Air Force<br />Produced<span class="Apple-tab-span" style="white-space: pre;"> </span>1951–1958<br />Number built<span class="Apple-tab-span" style="white-space: pre;"> </span>185<br />Developed from Avro Lincoln<br /><br />The Avro Shackleton was a British long-range maritime patrol aircraft for use by the Royal Air Force and the South African Air Force. It was developed by Avro from the Avro Lincoln bomber.<br /><br /><div style="text-align: center;"><img height="161" src="http://img.wp.scn.ru/camms/ar/596/pics/81_1.jpg" width="640" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="309" src="http://upload.wikimedia.org/wikipedia/commons/7/7c/Avro_Lincoln_of_1_SQN_RAAF_at_RAF_Tengah_in_1950.jpg" width="400" /></div><br /><div style="text-align: center;"> Avro Lincoln (Royal Australian Air Force)</div><div style="text-align: center;"><br /></div>It was originally used primarily in the anti-submarine warfare (ASW) and maritime patrol aircraft (MPA) roles, and was subsequently adapted for airborne early warning (AEW), search and rescue (SAR) and other roles from 1951 until 1990. It also served in the South African Air Force from 1957 to 1984. The type is named after the polar explorer Sir Ernest Shackleton.<br /><br /><br />The aircraft was designed by Roy Chadwick as the Avro Type 696.<br /><br />It was based on the Lincoln bomber and Tudor airliner, both derivatives of the successful wartime Lancaster heavy bomber, one of Chadwick's earlier designs which was the then current ASW aircraft.<br /><br /><div style="text-align: center;"><img height="267" src="http://www.skytamer.com/samples/Avro_694_Lincoln_B.Mk_2_3-view_Skytamer_Images.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Avro Lincoln</div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="299" src="http://www.flightglobal.com/blogs/aircraft-pictures/Tudorlarge.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="291" src="http://img1.jpegbay.com/gallery/002311214/7_f.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Avro Tudor</div><div style="text-align: center;"><br /></div>The design took the Lincoln's centre wing and tail, Tudor outer wings and landing gear and a new wider and deeper fuselage; it was powered by four Rolls-Royce Merlin engines. It was initially referred to during development as the Lincoln ASR.3.<br /><br /><div style="text-align: center;"><img height="283" src="http://farm9.staticflickr.com/8035/8010021311_81291a05a7_o.jpg" width="640" /></div><br />The design was accepted with Air Ministry specification R.5/46 written around it. The tail as adopted differed from the Lincoln. The Merlin engines were replaced with the larger, more powerful and slower-revving Rolls-Royce Griffons with 13 ft (4 m)-diameter contra-rotating propellers, which created a distinctive engine noise and added high-tone deafness to the hazards of the pilots due to their positioning in relation to the cockpit. The Griffons were necessary because of the greater weight and drag of the new aircraft over the Lincoln and they provided equivalent power to the Merlins but at lower engine speed, which made for greater fuel efficiency for the long periods in the denser air at low altitudes that the Shackleton was intended for when hunting submarines – known as "loitering" in RAF parlance – possibly several hours at around 500 feet or lower. This also made for less stress and wear, and hence reliability problems, for the engines.<br /><br /><div style="text-align: center;"><img height="293" src="http://www.flightglobal.com/blogs/aircraft-pictures/Shacklarge.jpg" width="400" /></div><br />If Merlins had been used they would have been needed to run at comparatively high power settings for hours at a time once a submarine contact had been detected. Using conventional propellers would have needed an increase in propeller diameter to absorb the increased power and torque of the Griffons, which was not possible due to limitations in undercarriage length and engine nacelle positioning of the Lincoln wing; the contra-rotating propellers gave greater blade area within the same overall propeller diameter.<br /><br />When the Shackleton was being designed, the "Battle of the Atlantic" was still being fought and all possible submarine targets (German U-boats), were diesel-electric powered types that had very limited underwater endurance. The time underwater being limited by both the air available for the crew to breathe, and the battery power remaining to drive the submarine's underwater electric motors. While submerged, it was incapable of travelling any great distance away from where it was detected. Any aircraft could then call up friendly convoy escort surface ships who could subsequently deal with a submerged target in the normal way, (with depth charges aimed using their own ASDIC (sonar) sets). Hence for the Shackleton, endurance in terms of the length of time it could spend in the air – as opposed to all-out range – was of prime importance.<br /><br />Once a submarine had been detected, it might be necessary for the aircraft to remain over the last sighted position of the submarine all day (or night), preventing it from surfacing and escaping at its higher surface speed. All the time the submarine was prevented from surfacing, the crew's breathable air was being exhausted, and the batteries were consuming power; eventually the submarine would be forced to come up for air. It could then be attacked by the aircraft itself, using its own air-dropped depth charges.<br /><br />In the case of a submarine recharging its batteries and replenishing its air while submerged using a snorkel, this could be detected by the aircraft using ASV radar, and the submarine attacked as normal, with the added benefit that in visual conditions, location of the German snorkel mast made the submarine's underwater position obvious, aiding depth charge aiming.<br />The Avro design was ordered to Air Ministry specification R.5/46 as a replacement for the long-range Liberator.<br /><br /><br /><b>Development</b><br />The first test flight of the prototype Shackleton GR.1, serial VW135, was made on 9 March 1949 from the manufacturer's airfield at Woodford, Cheshire in the hands of Avro's Chief Test Pilot J.H. "Jimmy" Orrell.[5] In the ASW role, the Shackleton carried both types of sonobuoy, Electronic warfare support measures - an Autolycus diesel fume detection system and for a short time an unreliable magnetic anomaly detector (MAD) system.<br /><div style="text-align: center;"><img height="244" src="http://upload.wikimedia.org/wikipedia/commons/e/ef/Avro_696_Shackleton_MR.1_VP256_B-A_269_Sqn_RWY_24.07.53_edited-2.jpg" width="400" /></div><div style="text-align: center;">Shackleton MR1.</div><br />Weapons were nine bombs, or three torpedoes or depth-charges, and two 20 mm cannon in a Bristol dorsal turret. The GR.1 was later re-designated "Maritime Reconnaissance Mark I" – MR 1.<br /><div style="text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://upload.wikimedia.org/wikipedia/commons/4/44/Avro_696_Shackleton_MR.2_WG533_42.H_BLA_06.09.56_edited-1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="261" src="http://upload.wikimedia.org/wikipedia/commons/4/44/Avro_696_Shackleton_MR.2_WG533_42.H_BLA_06.09.56_edited-1.jpg" width="400" /></a></div><div style="text-align: center;"><br /></div><div style="text-align: center;">MR2</div><br />The MR 2 was an improved design incorporating feedback from operations and is considered by aficionados[citation needed] to be the definitive type. The radome was moved from the nose to a ventral position and was retractable, to improve all-round coverage and minimise the risk of bird-strikes. The radar was upgraded to ASV Mk 13.[6] Both the nose and tail section were lengthened, the tailplane was redesigned, the undercarriage was strengthened and twin-retractable tail wheels were fitted. The dorsal turret was initially retained, but was later removed from all aircraft after delivery. The prototype, VW 126, was modified as an aerodynamic prototype at the end of 1950 and first flew with the MR 2 modification on 19 July 1951. The aircraft was tested at Boscombe Down in August 1951 with particular attention to the changes to improve its ground handling, like the addition of toe-brakes and a lockable-rudder system. One production Mk 1 aircraft was modified on the line at Woodford with the Mk 2 changes and first flew on 17 June 1952. After trials were successful, it was decided to complete the last ten aircraft being built under the Mk 1 contract to MR 2 standard and further orders were placed for new aircraft. In order to keep pace with changing submarine threats, the Mk 2 force was progressively upgraded, with Phase I, II and III modifications introducing improved radar, weapons and other systems, as well as structural work to increase fatigue life. The modified aircraft would be to the same standard as the later MR 3 but without the additional Viper engines.<br /><div class="separator" style="clear: both; text-align: center;"><a href="http://www.filatelia.fi/dx/pix/shackleton.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="259" src="http://www.filatelia.fi/dx/pix/shackleton.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">MR3</div>The Avro Type 716 Shackleton MR 3 was another redesign in response to crew suggestions. A new 'tricycle' undercarriage was introduced, the fuselage was increased in all main dimensions and had new wings with better ailerons and tip tanks. The weapons capability was also upgraded to include homing torpedoes and Mk 101 Lulu nuclear depth bombs. As a sop to the crews on 15-hour flights, the sound deadening was improved and a proper galley and sleeping space were included. Due to these upgrades, the take-off weight of the RAF's MR 3s had risen by over 30,000 lb (13,600 kg) (Ph. III) and assistance from Armstrong Siddeley Viper Mk 203 turbojets was needed on take-off (JATO). This extra strain took a toll on the airframe, and flight life of the RAF MR 3s was so sufficiently reduced that they were outlived by the MR 2s.<br /><br /><div style="text-align: center;"><img height="266" src="http://i79.photobucket.com/albums/j124/saafs/FrankS2.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">SAAF MR 3 Head-on</div><br />Due to the arms embargo against South Africa, the SAAF's MR 3s never received these upgrades but were maintained independently by the SAAF.<br /><br />The Avro Type 719 Shackleton IV, later known as the MR 4, was a projected variant using the extremely fuel-efficient Napier Nomad compound engine. The Shackleton IV was cancelled in 1955.<br />In 1967, ten MR 2s were modified with additional radar equipment as training aircraft to replace the T 4 in-service with the Maritime Operational Training Unit; they were known as T 2s.<br /><br /><b>Operational history</b><br /><br />A total of 185 Shackletons were built from 1951 to 1958: around 12 are still believed to be intact, with one still airworthy (SAAF 1722 based at AFB Ysterplaat, Cape Town) but not flying due to a lack of qualified crew members.<br /><br /><div style="text-align: center;"><img height="281" src="http://www.planeaday.com/images/2013/Feb/Avro_Shackleton_Mk3_Laurie1.jpg" width="640" /></div><br /><div style="text-align: center;"><img height="266" src="http://www.planeaday.com/images/2013/Feb/Avro_Shackleton_Mk3_Laurie2.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Pelican 1722 at Ysterplaat AFB, Cape Town, SA</div><br /><b>Royal Air Force</b><br /><br />8 Sqn RAF flew the Shackleton AEW 2 from 1973 to 1991. This example was pictured on 26 June 1982.<br />Front line MR 1 aircraft were delivered to Coastal Command in April 1951, making their operational debut during the Suez Crisis.<br />All marks suffered from using the Griffon engines — thirsty for fuel and oil, noisy and temperamental with high-maintenance needs. The engines of MR 2s needed top overhauls in 1961 every 400 hours and went through a spate of ejecting spark plugs from their cylinder heads. It was not unusual to see an engine changed every day in a unit of six aircraft. They were constantly on the cusp of being replaced, but the potentially beneficial Napier Nomad re-engine did not happen.<br /><br /><div style="text-align: center;"><img height="173" src="http://www.warbirdsnews.com/wp-content/uploads/2013/06/Pima-Restored-Shackleton.jpg" width="400" /></div><div style="text-align: center;">RAF MR2 "Mr. McHenry"</div><div style="text-align: center;">Note the absence of tricycle undercarriage compared to MR3s</div><br />Shackletons were used in the Aden Protectorate during the Radfan Emergency against rebel tribesmen in Colonial Policing Operations. Leaflets would be dropped warning the tribes to vacate their properties which would then be bombed after they left.<br /><br />The need to replace the Shackleton was first raised in the early 1960s. The arrival of the Hawker Siddeley Nimrod in 1969 was the end for the Shackleton in most roles but it continued as the main SAR aircraft until 1972. The intention to retire the aircraft was then thwarted by the need for AEW coverage in the North Sea and northern Atlantic following the phased withdrawal of the Fairey Gannet aircraft used in the AEW role by the Fleet Air Arm that began in the early 1970s. With a new design not due until the late 1970s, the existing AN/APS-20 radar was installed in modified Shackleton MR 2s, redesignated the AEW 2, as an interim measure from 1972. These were operated by No. 8 Sqn, based at RAF Lossiemouth. All 12 AEW aircraft were given names from The Magic Roundabout and The Herbs TV series.The development of the British Aerospace Nimrod AEW3 replacement dragged on and the eventual successor to the Shackleton did not arrive until the RAF finally abandoned the Nimrod AEW 3 and purchased the Boeing E-3 Sentry in 1991.<br /><br /><b>South African Air Force</b><br /><b><br /></b>After evaluating four RAF MR 2's in 1953, the South African Air Force ordered eight aircraft to replace the Short Sunderland in maritime patrol duties. Some minor modifications were required for South African conditions and the resulting aircraft became the MR 3.<br /><br />The Shackletons were serialled # 1716 - 1723. The first two were delivered to D.F. Malan Airport, Cape Town on 18 August 1957. They were followed by two more on 13 October and the remainder in February 1958. Delivered to the same basic standard as the RAF's Mk 3, they were assigned single letter codes between "J" and "Q" and operated by 35 Squadron SAAF.<br /><br /><div style="text-align: center;"><img height="266" src="http://www.aviationpics.co.za/images/articles/1717_2005-12-02_FAYP_018_crop_res.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">1717-O in flying springbok roundel livery</div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img height="300" src="http://www.saairforce.co.za/seed/public/files/gallery/3/11/51/478f0e2fdda6e_large.jpg" width="400" /></div><div style="text-align: center;">1716-J at delivery</div><br />Missions were mostly patrols of the sea lanes around the Cape of Good Hope, but some occasionally ranged as far as Antarctica. Most flew around 10,000 hours, with the only operational loss being 1718/"K", which crashed in the Wemmershoek mountain range in poor weather on 8 August 1963 with the loss of all 13 crew.<br /><br />Due to the UK arms embargo against South Africa in protest at apartheid, spares for the Shackletons and their engines became difficult to obtain. A number of aircraft were re-sparred in South Africa, but the lack of engine spares and tyres, together with airframe fatigue, took a gradual toll. By November 1984, the fatigue lives of the aircraft had expired and the fleet was retired into storage.<br /><br />Although the joke has been applied to several aircraft, the Shackleton has been described as "a hundred thousand rivets flying in close formation."<br /><br /><br /><b>Avro 696 Shackleton prototypes</b><br /><b><br /></b><br /><div style="text-align: center;"><img height="276" src="http://www.edcoatescollection.com/ac6/Avro%20Shackleton.jpg" width="400" /></div><div style="text-align: center;">Avro 696</div><b><br /></b>Three prototype Type 696s were ordered in May 1947 to meet specification R 5/46:<br />VW126<br />The first prototype which initially flew on 9 March 1949.<br />VW131<br />First flown on 2 September 1949.<br />VW135<br />First flown on 29 March 1950.<br /><br /><b>Avro 696 Shackleton MR 1 family</b><br />Shackleton MR 1<br />The first production model for the RAF. Dorsal Bristol turret with two 20 mm cannon, 29-built.<br />Shackleton MR1A<br />Variant powered by four Griffon 57A V12 piston engines, equipped with a chin mount radome; in service from April 1951, 47-built.<br />Shackleton T4<br />Navigation trainer conversion from MR 1 and MR 1As, removal of Bristol Type 17 mid-upper turret, addition of radar and radio positions for trainees and the addition of an ASV-21 radar, 16 conversions.<br /><br /><div style="text-align: center;"><img height="180" src="http://agapemodels.com/wp-content/uploads/2009/11/shackleton1.png" width="400" /></div><br /><b>Avro 696 Shackleton MR 2 family</b><br />Shackleton MR 2<br />Version with longer nose and radome moved to the ventral position. Look-out position in tail. Dorsal turret and two more 20 mm cannons in nose. Twin retractable tail wheels. One aircraft, WB833, originally ordered as a MR 1 was built as a MR 2 prototype and first flew on 17 June 1952 it was followed by 69 production aircraft.<br />Shackleton T 2<br />Former MR 2s converted in the late 1960s as radar trainers, nose-cannon removed and radar trainee positions installed, ten conversions.<br />Shackleton AEW 2<br />Airborne early warning aircraft; MR 2s converted to take ex-Fairey Gannet AN/APS-20 airborne early warning radar, 12 conversions.<br /><br /><b>Avro 716 Shackleton MR 3 family</b><br />Shackleton MR 3<br />Maritime reconnaissance, anti-shipping aircraft. The tail wheel was replaced by a tricycle undercarriage configuration. Fitted with wingtip tanks. Eight exported to South Africa. Cannon in nose only. One prototype and 41 production aircraft.<br />Shackleton MR 3 Phase 1<br />The Phase 1 update introduced changes mainly to the internal equipment.<br />Shackleton MR 3 Phase 2<br />The Phase 2 update introduced ECM equipment and an improved High Frequency radio.<br />Shackleton MR 3 Phase 3<br />The third of three MR 3 modification phases including the addition of two Viper turbojet engines at the rear of the outboard engine nacelles to be used for assisted takeoff. The wing main spars had to be strengthened due to the additional engines. A new navigation system was also fitted and there were some modification to the internal arrangement, including a shorter crew rest area to give more room for the tactical positions.<br /><br /><b>Proposed designs</b><br />Shackleton MR 4<br />Project of new maritime reconnaissance version using Napier Nomad engines, none built.<br /><br /><b>Operators</b><br /><br /><b>South Africa</b><br />South African Air Force<br />35 Squadron SAAF received eight aircraft.<br /><br /><b>United Kingdom</b><br /><b><br /></b>Royal Aircraft Establishment<br />Royal Air Force (Coastal Command)<br /><br /><div style="text-align: center;"><img height="261" src="http://www.boxartden.com/gallery/var/resizes/Aircraft-Profiles/UK/Modern/Avro%20Shackleton%203%205view.jpg?m=1362499127" width="400" /></div><div style="text-align: center;"><br /></div><br />No. 8 Squadron RAF<br />No. 37 Squadron RAF<br />No. 38 Squadron RAF<br />No. 42 Squadron RAF<br />No. 120 Squadron RAF<br />No. 201 Squadron RAF<br />No. 203 Squadron RAF<br />No. 204 Squadron RAF<br />No. 205 Squadron RAF<br />No. 206 Squadron RAF<br />No. 210 Squadron RAF<br />No. 220 Squadron RAF<br />No. 224 Squadron RAF<br />No. 228 Squadron RAF<br />No. 240 Squadron RAF<br />No. 269 Squadron RAF<br />No. 236 Operational Conversion Unit, RAF<br />Maritime Operational Training Unit, RAF<br />Air Sea Warfare Development Unit, RAF<br /><br /><b>Survivors</b><br /><br />Non-flying<br /><br /><br />SAAF 1722, commonly known as 'Pelican 22', is the only remaining airworthy Shackleton MR3.<br /><br /><div style="text-align: center;"><img height="300" src="http://mysite.mweb.co.za/residents/brent_best/misc/20100130_EOS350D_068970.jpg" width="400" /></div><br />The aircraft is owned and operated by the South African Air Force Museum based at AFB Ysterplaat. It was one of eight Shackletons operated by the South African Air Force from 1957 to 1984. Although it remains airworthy, it has been grounded by the Museum for safety and preservation reasons as well as a lack of qualified air and ground crew. Where possible, the engines are run-up once a month.<br /><br /><div style="text-align: center;"><img height="300" src="http://www.warbirdsnews.com/wp-content/uploads/2013/06/Shackleton-963-pic01.jpg" width="400" /></div><br />MR.2 WR963 (G-SKTN). In the care of the "Shackleton Preservation Trust", Live aircraft; under long term restoration to flight. Based at Coventry Airport, England.This aircraft also has running engines, and it is hoped it will be restored to flight status.<br /><br /><div style="text-align: center;"><img height="256" src="http://www.gatwick-aviation-museum.co.uk/shack/pictures/30march08-1.jpg" width="400" /></div><div style="text-align: center;"><br /></div>MR.3 WR982 on display at the Gatwick Aviation Museum, England. Engines can be run on this airframe.<br />Static display<br /><br /><div style="text-align: center;"><img height="266" src="http://upload.wikimedia.org/wikipedia/commons/d/d4/SAAF_Avro_Shackleton_MR3_Shevelev-2.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">SAAF 1716 ('Pelican 16'), crashed in the Sahara in 1994</div><div style="text-align: center;">(See separate post on this event)</div><br />MR 2C WL795 on display at RAF St. Mawgan, England. Due to be replaced by a Wessex helicopter during late 2013 due to its poor structural condition.<br />AEW 2 WR960 on display at the Museum of Science and Industry in Manchester, England.<br />MR 3 WR971 fuselage sections on display at the Fenland & West Norfolk Aviation Museum, Wisbech, England and Norfolk & Suffolk Aviation Museum, Flixton, England.<br />MR 3 WR974 on display at the Gatwick Aviation Museum, England.<br />MR 3 WR977 on display at the Newark Air Museum, England.<br />MR 3 WR985 privately owned at Long Marston, England.<br />AEW 2 WL747 standing abandoned at the western end of runway 11/29 at Paphos Airport, Cyprus.<br />AEW 2 WL757 standing abandoned at the western end of runway 11/29 at Paphos Airport, Cyprus.<br />AEW 2 WL790 went on display at the Pima Air & Space Museum, Tucson Arizona USA in May 2013 after restoration.<br /><br />SAAF 1716 ('Pelican 16') was restored to flight in 1994, but later that year, while on its way to the UK, it crash landed in the Sahara desert (22°37′50″N 13°14′15″W) after a double engine failure.The crash did not result in any casualties, but the aircraft was abandoned in the desert.<br />SAAF 1717 is on static display at the Transport museum in Stanger<br />SAAF 1720 (painted as 1717) used to be on static display at AFB Ysterplaat until 13 March 2013, when she was dismantled as scrap, following years of corrosion and no maintenance.<br />SAAF 1721 is on static display at the South African Air Force Museum in Swartkop.<br />SAAF 1723 is on static display at the Vic's Viking Garage, next to the N1 highway in Soweto, Johannesburg.<br />MR 3 XF700 abandoned and derelict, Nicosia, Cyprus<br />MR 3 XF708 on display at the Imperial War Museum, Duxford, England<br />T 4 WG11 nose on display at Flambards, Helston, Cornwall, England<br /><br /><b>Specifications</b><br /><br /><b>General characteristics</b><br />Crew: 10<br />Length: 87 ft 4 in (26.61 m)<br />Wingspan: 120 ft (36.58 m)<br />Height: 17 ft 6 in (5.33 m)<br />Wing area: 1,421 ft² (132 m²)<br />Airfoil: modified NACA 23018 at root, NACA 23012 at wingtip<br /><br />Empty weight: 51,400 lb (23,300 kg)<br />Max. takeoff weight: 86,000 lb (39,000 kg<br />Fuel capacity: 4,258 imperial gallons (19,360 L)<br /><br /><div style="text-align: center;"><img alt="Posted Image" height="300" src="http://i359.photobucket.com/albums/oo34/richw_82/CRIM0174.jpg" width="400" /></div><div style="text-align: center;"><br /></div>Power plant: four × Rolls-Royce Griffon 57 liquid-cooled V12 engine, 1,960 hp (1,460 kW) each<br />Propellers: contra-rotating propeller, two per engine<br />Propeller diameter: 13 ft (4 m)<br />Performance<br />Maximum speed: 260 kn (300 mph, 480 km/h)<br />Range: 1,950 nmi (2,250 mi, 3,620 km)<br /><br /><div style="text-align: center;"><img alt="Posted Image" height="400" src="http://i359.photobucket.com/albums/oo34/richw_82/2010_0414Shack0016.jpg" width="300" /></div><br />Endurance: 14.6 hours<br />Service ceiling: 20,200 ft (6,200 m)<br />Max. wing loading: 61 lb/ft² (300 kg/m²)<br />Minimum power/mass: 91 hp/lb (150 W/kg))<br />Armament<br />Guns: 2 × 20 mm Hispano Mark V cannon in the nose<br />Bombs: 10,000 lb (4,536 kg) of bombs, torpedoes, mines, or conventional or nuclear depth charges, such as the Mk 101 Lulu<br /><br /><div style="text-align: center;"><a href="http://aircraftnut.blogspot.co.nz/2013/10/avro-shackleton-mr3-in-saaf-service.html">Part 2 of Avro Shackleton in SAAF Service (Click on link)</a></div><br /><br />(From Wikipedia and various sources on the the Net, photos and data not my copyright: No infringement intended, just a fan blog. If you require more recognition of your photo/data, please just contact me. Happy to attribute/link or remove)Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-80787824600396371552013-09-27T18:32:00.000-07:002014-03-13T07:37:20.783-07:00SAAF: The Dassault Breguet Mirage III (Part 1)<h2 style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif; font-size: small;"><span style="line-height: 19.1875px;">The M</span><span style="line-height: 19.1875px;">irage III in SAAF Service (Part 1)</span></span></h2><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="230" src="http://img.wp.scn.ru/camms/ar/145/pics/61_6_b3_a1.jpg" width="400" /></span></div><div><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><h4><span style="background-color: transparent; font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Origin of the Mirage III</span></h4><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The Mirage III family grew out of French government studies started in 1952 that led in early 1953 to a specification for a lightweight, all-weather interceptor capable of climbing to 18,000 m (59,040 ft) in six minutes and able to reach Mach 1.3 in level flight.</span><br /><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img src="http://www.maquetland.com/v2/images_articles/15mirage-i(1).jpg" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Dassault's response to the specification was the Mystère-Delta 550, (above) a diminutive and sleek jet that was to be powered by twin Armstrong Siddeley MD30R Viper after-burning turbojets, each with thrust of 9.61 kN (2,160 lbf). A SEPR liquid-fuel rocket motor was to provide additional burst thrust of 14.7 kN (3,300 lbf). The aircraft had a tailless delta configuration, with a 5% chord (ratio of airfoil thickness to length) and 60 degree sweep.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">After some redesign, reduction of the fin to more rational size, installation of afterburners and rocket motor, and renaming to Mirage I, in late 1955, the prototype attained Mach 1.3 in level flight without rocket assist, and Mach 1.6 with the rocket.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="http://q-zon-fighterplanes.com/wp-content/uploads/2010/06/Dassault-M.D.-550-Mirage-I.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: Georgia, Times New Roman, serif;"><img border="0" height="190" src="http://q-zon-fighterplanes.com/wp-content/uploads/2010/06/Dassault-M.D.-550-Mirage-I.jpg" width="400" /></span></a></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><a href="http://i89.servimg.com/u/f89/11/29/05/29/enigmc43.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: Georgia, Times New Roman, serif;"><img border="0" height="218" src="http://i89.servimg.com/u/f89/11/29/05/29/enigmc43.jpg" width="400" /></span></a></div><div class="separator" style="clear: both; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">Mirage I (note tail and exhaust configuration) </span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Dassault then considered a somewhat bigger version, the Mirage II, with a pair of Turbomeca Gabizo turbojets, but no aircraft of this configuration was ever built. The Mirage II was bypassed for a much more ambitious design that was 30% heavier than the Mirage I and was powered by the new SNECMA Atar after-burning turbojet with thrust of 43.2 kN (9,700 lbf). The Atar was an axial flow turbojet, derived from the German World War II BMW 003 design.However, the small size of the Mirage I restricted its armament to a single air-to-air missile, and even before this time it had been prudently decided the aircraft was simply too tiny to carry a useful armament load. After trials, the Mirage I prototype was eventually scrapped.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The new fighter design was named the Mirage III. It incorporated the new area ruling concept, where changes to the cross section of an aircraft were made as gradual as possible, resulting in the famous "wasp waist" configuration of many supersonic fighters. Like the Mirage I, the Mirage III had provision for a SEPR rocket engine.</span></div><div class="separator" style="clear: both; text-align: center;"><a href="http://www.faqs.org/docs/air/avmir3_2.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: Georgia, Times New Roman, serif;"><img border="0" height="311" src="http://www.faqs.org/docs/air/avmir3_2.gif" width="320" /></span></a></div><div class="separator" style="clear: both; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div class="separator" style="clear: both; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">Relative size and footprint</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The success of the Mirage III prototype resulted in an order for 10 pre-production Mirage IIIAs. These were almost two meters longer than the Mirage III prototype, had a wing with 17.3% more area, a chord reduced to 4.5%, and an Atar 09B turbojet with after-burning thrust of 58.9 kN (13,230 lbf). The SEPR rocket engine was retained, and the aircraft were fitted with Thomson-CSF Cyrano Ibis air intercept radar, operational avionics, and a drag chute to shorten landing roll. The prototype Mirage III flew on 17 November 1956, and attained a speed of Mach 1.52 on its tenth flight. The prototype was then fitted with manually operated intake half-cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to reduce inlet turbulence. The Mirage III attained a speed of Mach 1.8 in September 1957.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The first Mirage IIIA flew in May 1958, and eventually was clocked at Mach 2.2, making it the first European aircraft to exceed Mach 2 in level flight. The tenth IIIA was rolled out in December 1959. One was fitted with a Rolls-Royce Avon 67 engine with thrust of 71.1 kN (16,000 lbf) as a test model for Australian evaluation, with the name "Mirage IIIO". This variant flew in February 1961, but the Avon powerplant was not adopted.</span><br /><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="397" src="http://nsm01.casimages.com/img/2009/05/03//090503100557545253589213.jpg" width="400" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">French Mirage IIICs</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The first major production model of the Mirage series, the Mirage IIIC, first flew in October 1960. The IIIC was largely similar to the IIIA, though a little under a half meter longer and brought up to full operational fit. The IIIC was a single-seat interceptor, with an Atar 09B turbojet engine, featuring an "eyelet" style variable exhaust.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img src="http://www.saairforce.co.za/seed/public/files/weapon_images/38/45dd965652516_large.jpg" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">DEFA 30mm revolver auto-cannon as installed on the Mirage III and F1</span></div><span style="font-family: Georgia, Times New Roman, serif;"><span style="line-height: 19.1875px;"><br /></span><span style="line-height: 19.1875px;">The Mirage IIIC was armed with twin 30 mm DEFA revolver-type cannon, fitted in the belly with the gun ports under the air intake. Early Mirage IIIC production had three stores pylons, one under the fuselage and one under each wing, but another outboard pylon was quickly added to each wing, for a total of five. The outboard pylon was intended to carry an AIM-9 Sidewinder air-to-air missile, later replaced by the Matra Magic.</span></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Although provision for the rocket engine was retained, by this time the day of the high-altitude bomber seemed to be over, and the SEPR rocket engine was rarely or never fitted in practice. In the first place, it required removal of the aircraft's cannon, and in the second, apparently it had a reputation for setting the aircraft on fire !</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The space for the rocket engine was used for additional fuel, and the rocket nozzle was replaced by a ventral fin at first, and an airfield arresting assembly later.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">A total of 95 Mirage IIICs were obtained by the French Air Force (Armée de l'Air, AdA ), with initial operational deliveries in July 1961. The Mirage IIIC remained in service with the AdA until 1988.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The Armée de l'Air also ordered a two-seat Mirage IIIB operational trainer, which first flew in October 1959. The fuselage was stretched about a meter (3 ft 3.5 in) and both cannons were removed to accommodate the second seat. The IIIB had no radar, and provision for the SEPR rocket was deleted, although it could carry external stores. </span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The AdA ordered 63 Mirage IIIBs (including the prototype), including five Mirage IIIB-1trials aircraft, ten Mirage IIIB-2(RV) in-flight refueling trainers with dummy nose probes, used for training Mirage IVA bomber pilots, and 20 Mirage IIIBEs, with the engine and some other features of the multi role Mirage IIIE. One Mirage IIIB was fitted with a fly-by-wire flight control system in the mid-1970s and re-designated Mirage IIIB-SV (Stabilité Variable); this aircraft was used as a test bed for the system in the later Mirage 2000.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="236" src="http://aeromil-yf.pagesperso-orange.fr/IIIE%20403%20%20EN%20VOL.jpg" width="400" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">While the Mirage IIIC was being put into production, Dassault was also considering a multi role/strike variant of the aircraft, which eventually materialized as the Mirage IIIE. The first of three prototypes flew on 1 April 1961.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The Mirage IIIE differed from the IIIC interceptor most obviously in having a 30 cm (11.8 in) forward fuselage extension to increase the size of the avionics bay behind the cockpit. The stretch also helped increase fuel capacity, as the Mirage IIIC had marginal range and improvements were needed. The stretch was small and hard to notice, but the clue is that the bottom edge of the canopy on a Mirage IIIE ends directly above the top lip of the air intake, while on the IIIC it ends visibly back of the lip.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Many Mirage IIIE variants were also fitted with a Marconi continuous-wave Doppler navigation radar radome on the bottom of the fuselage, under the cockpit. However, while no IIICs had this feature, it was not universal on all variants of the IIIE. A similar inconsistent variation in Mirage fighter versions was the presence or absence of an HF antenna that was fitted as a forward extension to the vertical tailplane. On some Mirages, the leading edge of the tailplane was a straight line, while on those with the HF antenna the leading edge had a sloping extension forward. The extension appears to have been generally standard on production Mirage IIIAs and Mirage IIICs, but only appeared in some of the export versions of the Mirage IIIE.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The IIIE featured Thomson-CSF Cyrano II dual mode air / ground radar; a radar warning receiver (RWR) system with the antennas mounted in the vertical tailplane; and an Atar 09C engine, with a petal-style variable exhaust.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The first production Mirage IIIE was delivered to the AdA in January 1964, and a total of 192 were eventually delivered to that service.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Total production of the Mirage IIIE, including exports, was substantially larger than that of the Mirage IIIC, including exports, totaling 523 aircraft. In the mid-1960s one Mirage IIIE was fitted with the improved SNECMA Atar 09K-6 turbojet for trials, and given the confusing designation of Mirage IIIC2.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="182" src="http://www.aircraftresourcecenter.com/Rev2/1001-1100/rev1098-MirageIIIbook-Hahn/03.jpg" width="400" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Exports and license production</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The French AdA obtained 50 production Mirage IIIRs, not including two prototypes. The Mirage IIIR preceded the Mirage IIIE in operational introduction. The AdA also obtained 20 improved Mirage IIIRD reconnaissance variants, essentially a Mirage IIIR with an extra panoramic camera in the most forward nose position, and the Doppler radar and other avionics from the Mirage IIIE.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Exports</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The largest export customers for Mirage IIICs built in France were Israel as the Mirage IIICJ and South Africa as the Mirage IIICZ. </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="line-height: 19.1875px;"><br /></span><span style="line-height: 19.1875px;">Some export customers obtained the Mirage IIIB, with designations only changed to provide a country code. Such as the Mirage IIIDA for Argentina, Mirage IIIDBR and Mirage IIIDBR-2 for Brazil. Mirage IIIBJ for Israel, Mirage IIIDL for Lebanon, Mirage IIIDP for Pakistan, Mirage IIIBZ and Mirage IIIDZ and Mirage IIID2Z for South Africa, Mirage IIIDE for Spain and Mirage IIIDV for Venezuela.</span></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">After the outstanding Israeli success with the Mirage IIIC, scoring kills against Syrian Mikoyan-Gurevich MiG-17s and MiG-21 aircraft and then achieving a formidable victory against Egypt, Jordan, and Syria in the Six-Day War of June 1967, the Mirage III's reputation was greatly enhanced. The "combat-proven" image and relatively low cost made it a popular export success.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The aircraft remained a formidable weapon in the hands of Pakistan Air force in No. 5 Squadron (Pakistan Air Force), which was fully operational by the 1971 War. Flying out from Sargodha, along with a detachment in Mianwali, these were extensively used for ground attacks. No Mirage was lost in the war. PAF defined their own work package for major Depot level & Overhaul making them world's experts on the Mirage classic. The Mirage fleet is currently being modified to accommodate Aerial Refueling and to carry Hatf-VIII (Ra'ad) cruise missiles. In wake of delays from JF-17 Thunder, Mirages continue to play a major part in the defense of Pakistan airspace through Pakistani's Engineers ingenuity and engineering skills.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img src="http://kits.kitreview.com/images/Mirage-family-profile.jpg" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">A good number of IIIEs were built for export as well, being purchased in small quantities by Argentina as the Mirage IIIEA and Mirage IIIEBR-2 Brazil as the Mirage IIIEBR, Lebanon as the Mirage IIIEL,Pakistan as the Mirage IIIEP, South Africa as the Mirage IIIEZ, Spain as the Mirage IIIEE, and Venezuela as the Mirage IIIEV, with a list of subvariant designations, with minor variations in equipment fit. </span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Dassault believed the customer was always right, and was happy to accommodate changes in equipment fit as customer needs and budget required. Pakistani Mirage 5PA3, for example, were fitted with Thomson-CSF Agave radar with capability of guiding the Exocet anti-ship missile.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Some customers obtained the two-seat Mirage IIIBE under the general designation Mirage IIID, though the trainers were generally similar to the Mirage IIIBE except for minor changes in equipment fit. In some cases they were identical, since two surplus AdA Mirage IIIBEs were sold to Brazil under the designation Mirage IIIBBR, and three were similarly sold to Egypt under the designation Mirage 5SDD. New-build exports of this type included aircraft sold to Abu Dhabi, Argentina, Brazil, Chile, Colombia, Egypt, Gabon, Libya, Pakistan, Peru, Spain, Venezuela, and Zaire.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="265" src="http://acc.kitreview.com/images/Mirage-IIIE-R-differences-P.jpg" width="400" /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">Difference between EZ and RZ variants</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><br /></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Export versions of the Mirage IIIR were built for Pakistan as the Mirage IIIRP and South Africa as the Mirage IIIRZ, and Mirage IIIR2Z with an Atar 9K-50 jet engine. </span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Export versions of the IIIR recce aircraft were purchased by Abu Dhabi, Belgium, Colombia, Egypt, Libya, Pakistan, and South Africa. Some export Mirage IIIRDs were fitted with British Vinten cameras, not OMERA cameras. Most of the Belgian aircraft were built locally.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Israel</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The IDF/AF purchased three variants of the Mirage III</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">70 Mirage IIICJ single-seat fighters, received between April 1962 and July 1964.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Two Mirage IIIRJ single-seat photo-reconnaissance aircraft, received in March 1964.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Four Mirage IIIBJ two-seat combat trainers, three received in 1966 and one in 1968.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The Israeli AF Mirage III fleet went through several modifications during their service life.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Over the demilitarized zone on the Israeli side of the border with Syria, a total of six MiGs were shot down the first day Mirages fought the MiGs. In the Six-Day War, except for 12 Mirages (four in the air and eight on the ground), left behind to guard Israel from Arab bombers, all the Mirages were fitted with bombs, and sent to attack the Arab air bases. However the Mirage's performance as a bomber was limited. During the following days Mirages performed as fighters, and out of a total of 58 Arab aircraft shot down in air combat during the war, 48 were accounted for by Mirages.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">License production: In the 1973 Yom Kippur War, the Mirage performed in air-to-air operations only. At least 26 Mirages and Neshers were lost in air-to-air combat during the war.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">The Mirage IIIE was also built under license in Australia, Belgium and Switzerland.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Variants</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>M.D.550 Mystere-Delta</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat delta-wing interceptor-fighter prototype, fitted with a delta vertical tail surface, equipped with a retractable tricycle landing gear, powered by two 7.35 kN (1,653 lbf) thrust M.D.30 (Armstrong Siddeley Viper) turbojet engines; one built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage I</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Revised first prototype, fitted with a swept vertical tail surface, powered by two reheated M.D.30R turbojet engines (9.61 kN (2,160 lbf with reheat), also fitted with a 15 kN (3,370 lbf) thrust SEPR 66 auxiliary rocket motor.[2]</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage II</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat delta-wing interceptor-fighter prototype, larger version of the Mirage I, powered by two Turbomeca Gabizo turbojet engines; one abandoned incomplete</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage III-001</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Prototype, initially powered by a 44.12 kN (9,920 lbf) thrust Atar 101G1 turbojet engine, later refitted with 43.15 kN (9,700 lbf) Atar 101G-2 and also fitted with a SEPR 66 auxiliary <b>rocket motor; one built.[2]</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIA </b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Pre-production aircraft, with a lengthened, area ruled fuselage and powered by a 42.08 kN (9,460 lbf) dry and 58.84 kN (13,228 lbf) with reheat Atar 9B turbojet engine, also with provision for 13.34 kN (3,000 lbf) SEPR 84 auxiliary rocket motor. Fitted with Dassault Super Aida or Thomson-CSF Cyrano Ibis radar. Ten built for the French Air Force.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIB </b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Two-seat tandem trainer aircraft fitted with one piece canopy. Lacks radar, cannon armament and provision for booster rocket. Prototype (based on the IIIA) first flown on 20 October 1959. Followed by 26 production IIIBs based on IIIC for French Air Force and one for Centre d'essais en vol (CEV) test centre.[9][10]</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIB-1 : Trials aircraft. Five built.[10]</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIB-2(RV) : Inflight refuelling training aircraft for Mirage IV force, fitted with dummy refuelling probe in nose. Ten built.[11]</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIBE : Two-seat training aircraft based on Mirage IIIE for the French Air Force, similar to the Mirage IIID. 20 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIBJ : Mirage IIIB for Israeli Air Force. Five built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIBL : Mirage IIIBE for Lebanon Air Force.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIBS : Mirage IIIB for the Swiss Air Force; four built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIBZ : Mirage IIIB for the South African Air Force; three built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIC </b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat all-weather interceptor-fighter aircraft, with longer fuselage (14.73 m (13 ft 11¾ in)) than the IIIA and equipped with a Cyrano Ibis radar. The Mirage IIIC was armed with two 30 mm cannons, with a single Matra R.511, Nord AA.20 orMatra R530 air-to-air missile under the fuselage and two AIM-9 Sidewinder missiles under the wings. It was powered by an Atar 9B-3 turbojet engine, which could be supplemented by fitting an auxiliary rocket motor in the rear fuselage if the cannon were removed. 95 were built for the French Air Force.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIICJ : Mirage IIIC for the Israeli Air Force, fitted with simpler electronics and with provision for the booster rocket removed. 72 delivered between 1961 and 1964.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIICS : Mirage IIIC supplied to Swiss Air Force in 1962 for evaluation and test purposes. One built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIICZ : Mirage IIIC for the South African Air Force. 16 supplied between December 1962 and March 1964.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIC-2 : Conversion of French Mirage IIIE with Atar 09K-6 engine. One aircraft converted, later re-converted to Mirage IIIE.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIID </b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Two-seat trainer version of the Mirage IIIE, powered by 41.97 kN (9,369 lbf) dry and 58.84 kN (13,228 lbf) with reheat Atar 09-C engine. Fitted with distinctive strakes under the nose. Almost identical aircraft designated Mirage IIIBE, IIID and 5Dx depending on customer.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIID : Two-seat training aircraft for the RAAF. Built under licence in Australia; 16 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDA : Two-seat trainer for the Argentine Air Force. Two supplied 1973 and a further two in 1982.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDBR : Two-seat trainer for the Brazilian Air Force, designated F-103D. Four newly-built aircraft delivered from 1972. Two ex-French Air Force Mirage IIIBEs delivered 1984 to make up for losses in accidents.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDBR-2 : Refurbished and updated aircraft for the Brazilian Air Force, with more modern avionics and canard foreplanes. Two ex-French aircraft sold to Brazil in 1988, with remaining two DBRs upgraded to same standard.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDE : Two-seat trainer for Spanish Air Force. Six built with local designation CE.11.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDP : Two-seat trainer for the Pakistan Air Force. Five built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDS : Two-seat trainer for the Swiss Air Force. Two delivered 1983.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDV : Two-seat trainer for the Venezuelan Air Force; three built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIDZ : Two-seat trainer for the South African Air Force; three delivered 1969.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIID2Z : Two-seat trainer for the South African Air Force, fitted with an Atar 9K-50 turbojet engine; giving 49.2 kN (11,055 lbf) thrust dry and 70.6 kN (15,870 lbf) with reheat. Eleven built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIE</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat tactical strike and fighter-bomber aircraft, with 30 cm (11¾ in) fuselage plug to accommodate an additional avionics bay behind the cockpit. Fitted with Cyrano II radar with additional air-to-ground modes compared to Mirage IIIC, improved navigation equipment, including TACAN and a Doppler radar in undernose bulge. Powered by an Atar 09C-3 turbojet engine. 183 built for the French Air Force</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEA : Mirage IIIE for the Argentine Air Force. 17 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEBR : Mirage IIIE for the Brazilian Air Force; 16 built, locally designated F-103E.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEBR-2 : Refurbished and updated aircraft for the Brazilian Air Force, with canard foreplanes. Four ex-French aircraft sold to Brazil in 1988, with surviving Mirage IIIEBRs upgraded to same standard.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEE : Mirage IIIE for the Spanish Air Force, locally designated C.11. 24 delivered from 1970.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEL : Mirage IIIE for the Lebanese Air Force, omitting doppler radar, including HF antenna. 10 delivered from 1967 and 1969.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEP : Mirage IIIE for the Pakistan Air Force. 18 delivered 1967–1969.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEV : Mirage IIIE for the Venezuelan Air Force, omitting doppler radar. Seven built. Survivors upgraded to Mirage 50EV standard.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIEZ : Mirage IIIE for the South African Air Force; 17 delivered 1965–1972.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIO</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat all-weather fighter-bomber aircraft for the Royal Australian Air Force. Single prototype powered by 53.68 kN (12,000 lbf) dry thrust and 71.17 kN (16,000 lbf) Rolls-Royce Avon Mk 67 turbojet engine, but order placed for aircraft based on Mirage IIIE, powered by Atar engine in March 1961. 100 aircraft built, of which 98 were built under licence in Australia. The first 49 were Mirage IIIO(F) interceptors which were followed by 51 Mirage IIIO(A) fighter bombers, with survivors brought up to a common standard later.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIR</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat all-weather reconnaissance aircraft, with radar replaced by camera nose carrying up to five cameras. Aircraft based on IIIE airframe but with simpler avionics similar to that fitted to the IIIC and retaining cannon armament of fighters. Two prototypes and 50 production aircraft built for the French Air Force.[33][34]</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIRD : Single-seat all-weather reconnaissance aircraft for the French Air Force, equipped with improved avionics, including undernose doppler radar as in the Mirage IIIE. Provision to carry infra-red linescan Doppler navigation radar or Side looking airborne radar (SLAR) in interchangeable pod. 20 built</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIRJ : Single-seat all-weather reconniassance aircraft of the Israeli Air Force. Two Mirage IIICZs converted into reconnaissance aircraft.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIRP : Export version of the Mirage IIIR for the Pakistan Air Force; 13 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIRS : Export version of the Mirage IIIR for the Swiss Air Force; 18 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIRZ : Export version of the Mirage IIIR for the South African Air Force; four built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Mirage IIIR2Z : Export version of the Mirage IIIR for the South African Air Force, fitted with an Atar 9K-50 turbojet engine; four built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIS</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Single-seat all-weather interceptor fighter aircraft for the Swiss Air Force, fitted with a Hughes TARAN 18 radar and fire-control system, armed with AIM-4 Falcon and Sidewinder air-to-air missiles. Built under licence in Switzerland; 36 built.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIT</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">One aircraft converted into an engine testbed, it was fitted with a 9000-kg (19,482-lb) SNECMA TF-106 turbofan engine.</span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;"><b>Mirage IIIX</b></span></div><div style="background-color: white; margin-bottom: 0.5em; margin-top: 0.4em;"><span style="font-family: Georgia, Times New Roman, serif; line-height: 19.1875px;">Proposed version, announced in 1982, fitted with updated avionics and fly-by-wire controls, powered by an Atar 9K-50 turbojet engine. Original designation of the Mirage 3NG.</span></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-4336394405414601572013-09-27T18:31:00.000-07:002014-03-13T07:37:20.799-07:00Dassault Mirage III (Part 2) Progeny: The Cheetah and Kfir<span style="color: #222222; font-family: Georgia, Utopia, Palatino Linotype, Palatino, serif;"><span style="font-size: 15px; line-height: 21px;"><b>Mirage III Progeny: The Cheetah program</b></span></span><br /><span style="color: #222222; font-family: Georgia, Utopia, Palatino Linotype, Palatino, serif;"><span style="font-size: 15px; line-height: 21px;"><b><br /></b></span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">During the early 1980's, the SAAF faced modern Soviet aircraft and weapons in Angola. Being handicapped by a UN arms embargo, the SAAF had to act urgently to improve its capabilities. </span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The SAAF never had a large number of combat aircraft to spare. It only had about forty combat-ready 1970's-vintage Mirage F1's. If it was to take them out of service to upgrade them, it had no replacement other than the even older, 1960's-vintage Mirage III's. These were shorter-ranged, had less powerful engines and obsolete combat systems, and could carry less ordnance. This meant any upgrade would have to be applied first to the older Mirage III's, as they were the only aircraft that could be spared from combat operations for that purpose.</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Fortunately, this wasn't a bad choice in the end. Two major aircraft programs had demonstrated what could be done by building on the foundation of the Mirage III, probably one of the most successful proven combat aircraft of it's day. First, Dassault Aviation was by then producing the successor to the Mirage F1, the Mirage 2000, which returned to the delta-wing format of the Mirage III.</span></span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><div style="text-align: center;"><img height="300" src="http://mysite.mweb.co.za/residents/brent_best/misc/MirageIIID2Z_849.jpg" width="400" /></div><div style="text-align: center;">Mirage III D</div><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Israel agreed to supply systems and components, and the green light for the Cheetah project was given in the early 1980's. In order to provide a measure of diplomatic and political 'cover' for Israel, it was decided (as with many South African weapons projects) to claim that it was an purely indigenous development. Despite huge similarity between the Kfir and the Cheetah, officials in on both sides steadfastly deny that the two aircraft had anything in common. </span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The SAAF provided Israel a two-seat Mirage IIID as the prototype air frame for conversion. It was stripped down completely and all components subject to metal fatigue or stress were replaced, effectively returning the air frame new condition. An extended nose cone was fitted, derived from the Kfir TC.2 model, which housed advanced electronic systems, and small canard wings were fitted above the air intakes to improve low-speed handling and angle of attack. (The canards on the D and E model Cheetahs were smaller than those used on the later Cheetah C's, reportedly because it was too difficult to reinforce the fuselage frames in the engine intake area to accommodate the larger units. The Cheetah C's used the same full-size canards as the Kfir; but their air frames were supplied by Israel, as noted below. Presumably they weren't subject to the same limitations as the French-air frame-based Cheetah D's and E's.)</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Israel Aircraft Industries (IAI), together with several other companies in that country's defense industry, had already produced a series of Mirage derivatives. Israel had purchased Mirage III aircraft from France prior to the Six-Day War of 1967, and had ordered a further 50 Mirage 5's (a simplified version of the Mirage III). However, these were embargoed by France after the conflict. </span></span><span style="color: #222222; font-size: 15px; line-height: 21px;">Undaunted, Israel stole the plans to the Mirage III from Switzerland, which was license-manufacturing the aircraft (Swiss engineer, Alfred Frauenknecht, would later be sentenced to 4½ years imprisonment for his collaboration with Israel).</span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Israel used these plans to develop its own fighters. The first was the Nesher, almost an exact copy of the Mirage 5 (indeed, it's so exact that some sources suggest IAI actually assembled Mirages, clandestinely supplied in kit form by France, rather than manufactured the Nesher itself). A total of 60 Neshers appear to have been manufactured, most sold to Argentina at the end of the 1970's under the name of Dagger </span></span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><div style="-webkit-text-stroke-width: 0px; color: black; font-family: 'Times New Roman'; font-size: medium; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: normal; orphans: auto; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: auto; word-spacing: 0px;"></div><br /><div style="-webkit-text-stroke-width: 0px; color: black; font-family: 'Times New Roman'; font-size: medium; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: normal; margin: 0px; orphans: auto; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: auto; word-spacing: 0px;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">These aircraft confronted British forces during the Falklands War. Israel went on to produce the Kfir, a considerably upgraded Mirage derivative with Israeli electronics with a US J79 turbojet engine (As on the F-4 Phantom II fighter-bomber, also operated by Israel at the time).</span></span></div><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><div style="text-align: center;"><img src="http://www.highgallery.com/Foreign-Aircraft/Israel/Attack/Israel-NESHER.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Argentine "Dagger"</div><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The IAI Nammer ("Leopard", frequently mistranslated as "Tiger") was a fighter aircraft developed in Israel in the late 1980s/1990s as a modernised version of the Kfir for the export market. Although a prototype was built and flown, buyers were not forthcoming and development was ceased. The avionics of the Nammer were those of the cancelled Lavi project.</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The Nammer promised an upgrade package for existing Mirage III and Mirage 5 air frames. Two configurations were proposed, one based around re-engining with a General Electric F404, the other around retaining the Mirage's SNECMA Atar engine. Elta EL/M-2011 or EL/M-2032 fire-control radar was to be fitted. The first of these options maximised performance and range, the second maximised the aircraft's air-to-air targeting capability. As development progressed, the Nammer came to be advertised as a new-build aircraft with the EL/M-2032 an integral part of the package, and customers able to choose their preferred engine out of the F404 (or its Volvo derivative, the RM-12), the SNECMA M53, or the Pratt & Whitney PW1120. The design strongly resembled the Kfir C-7,but was easily distinguished by its longer nose and lack of a dorsal air scoop under the tail fin</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Details of the weapon and control systems fitted to the Cheetah have never been publicly revealed by the SAAF, but it can probably assumed they were close to or identical to those found on various models of the Kfir. IAI lists them as including, in the latest Kfir version:</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The radar used in the Cheetah D and E models (and in the Kfir C.7) was the simple Elta EL/M-2001Bunit. The Cheetah C, the last development of this project, possibly had the much more advanced Elta EL/M-2032 . The Cheetah C's electronic systems were probably on a par with those of the F-16C/D fighter-bombers of the USAF at the time.</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The intermediate single-seat Cheetah E model:</span></span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><div style="text-align: center;"><img src="http://2.bp.blogspot.com/-FuezGD3arlk/TsljqNInKVI/AAAAAAAAABg/vLnEL7vgVsI/s480/cheetah2.jpg" /></div><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span>Here's the final iteration of the Cheetah, the 'C' model:</span></span></span><br /><br /><div style="text-align: center;"><img height="266" src="http://farm8.staticflickr.com/7209/6902157576_8f450ba235_b.jpg" width="400" /></div><div style="text-align: center;"><br /></div><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The SAAF's two-seat Mirage IIID variants were the first to be converted. This was probably for two reasons. First, and most pragmatically, the two-seat air frames could be most easily spared from operational duties. Second, they were probably urgently needed to replace the worn-out two-seat Buccaneer aircraft in the nuclear strike role (South Africa had six nuclear weapons, developed at the height of its political isolation and military struggle, which were dismantled in the early 1990's). The Buccaneers had not been updated with modern strike systems, which limited their usefulness; so the upgraded Cheetah D's would have been welcome in this role.</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Sixteen two-seat Cheetah D's were produced, as well as 16 single-seat Cheetah E's, the latter mostly converted from Mirage IIIEZ air frames (although some were reportedly converted from air frames supplied by Israel, due to a shortage of suitable South African Mirages). All had been delivered by 1991. Finally, 38 Cheetah C's were produced under the auspices of 'Project Tunny'. </span></span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The Cheetah C's were reportedly based on stripped down Kfir air frames supplied by Israel, modified to accept the French Atar engine rather than the US J79. </span></span><span style="color: #222222; font-size: 15px; line-height: 21px;">Most of the SAAF's Mirage III's had been delivered during the 1960's. Some had reached the end of their fatigue lives, and were thus unsuitable for conversion. Others had been lost in accidents, and the Cheetah E conversions had absorbed many of the remainder.</span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Given these two facts, there would not have been enough usable single-seat Mirage III air frames left in the SAAF inventory to produce <u>38 Cheetah C</u>'s. one can safely assume that the reports that say Israel supplied the fuselages for the latter is accurate. Apart from the prototype Cheetah D, most of the conversions were carried out in South Africa by Atlas Aircraft Corporation (today part of Denel Aviation), with Israeli technical assistance (which decreased as local industry gained experience and competence).</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The C models were delivered from 1993-1995, replacing the Cheetah E's, which were retired. Some of the two-seat Cheetah D's were retained in service as lead-in trainers for the C versions, and to provide a specialist strike function if required. A single experimental Cheetah R version was produced, using a Mirage IIIR2Z airframe, but no other reconnaissance versions were converted, and the Cheetah R did not enter squadron service, being retired soon afterwards. The reconnaissance function was taken over by Cheetah C's fitted with pod-mounted cameras.</span></span></span><br /><span style="color: #222222; font-family: Georgia, Times New Roman, serif;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">The first ACW prototype was tested on the only Cheetah R, and a more evolved model was tested on a two-seat Cheetah D. The latter improved the Cheetah's sustained turn rate by 14%, and permitted maximum takeoff weight to be increased by well over half a ton. It also permitted angles of attack up to 33 degrees at low speeds, with much greater stability, at the expense of a reduction of approximately 5% in the aircraft's maximum supersonic speed. However, for budgetary reasons the SAAF declined to upgrade their Cheetahs with the ACW, and it was never put into production.</span></span></span><br /><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">If it lost aircraft due to combat or accident it could not replace them, due the embargo; and it had to keep its combat planes as up-to-date as possible, to ensure they did not become so obsolete that they risked being shot down in large numbers by more advanced enemy aircraft. </span></span><br /><br /><a href="https://lh5.googleusercontent.com/-fpGTTqnKPNc/TfkXsk9lUuI/AAAAAAAAJlo/10z9_m4Kmik/Mirage%2525202000-5F.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh5.googleusercontent.com/-fpGTTqnKPNc/TfkXsk9lUuI/AAAAAAAAJlo/10z9_m4Kmik/Mirage%2525202000-5F.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 380px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><div style="background-color: whitesmoke; color: #222222; font-size: 15px; font-style: italic; line-height: 21px; text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">Mirage 2000-5F of the French Air Force</span></div><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">South Africa had friendly ties with Israel, particularly in the military field. South African technological institutions such as the Council for Scientific and Industrial Research (CSIR), and local defense companies such as Kentron (today Denel Dynamics), Reutech and others, were developing advanced radar and electro-optical detection and guidance systems. The latter companies in particular often collaborated with their Israeli counterparts (up to and including producing Israeli components and systems under license in South Africa). It would therefore be entirely feasible for the advanced combat systems of the Kfir to be 'transplanted' into the Mirage III's of the SAAF, including local assembly and partial production if necessary.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><a href="https://lh5.googleusercontent.com/-xIDHfQEnSk4/TfkbGrLhaEI/AAAAAAAAJls/XdTJytxIvqU/IAI%252520Kfir%252520C1%252520in%252520US%252520service%252520as%252520the%252520F-21A.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh5.googleusercontent.com/-xIDHfQEnSk4/TfkbGrLhaEI/AAAAAAAAJls/XdTJytxIvqU/IAI%252520Kfir%252520C1%252520in%252520US%252520service%252520as%252520the%252520F-21A.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 315px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><div style="text-align: center;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">AI Kfir, in US Navy colors under the designation F-21A,</span></span></div><div style="text-align: center;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">where it served as an adversary aircraft for Dissimilar Air Combat Training</span></span></div><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The Cheetah had a considerably more powerful and more economical engine, greatly improved avionics and weapons systems, and a fly-by-wire control system, which rendered it far superior to the Mirage III from which it stemmed. (It's generally accepted that the French Mirage 2000 is roughly comparable, in terms of its overall capability, to contemporary models of the US F-16 Fighting Falcon or the Soviet MiG-29.) The SAAF reasoned that if Dassault could develop the Mirage III into a fully modern warplane, they could do likewise. This was aided by the fact that in the 1970's, South Africa had purchased a license to manufacture the Mirage III and F1, as well as the latter's Atar 09K-50 turbojet engine. All the necessary plans were thus already on hand.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><a href="https://lh5.googleusercontent.com/-nOIQFwcVldg/TfpIa8N_AJI/AAAAAAAAJm4/vIhQ4PyVC2E/Cheetah%252520D%252520prototype%252520in%252520Israel.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh5.googleusercontent.com/-nOIQFwcVldg/TfpIa8N_AJI/AAAAAAAAJm4/vIhQ4PyVC2E/Cheetah%252520D%252520prototype%252520in%252520Israel.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; display: block; height: 185px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Given that the Cheetah prototype was converted in Israel, it's very interesting to note the proposed IAI Nammer aircraft of the late 1980's. Wikipedia info:</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><a href="https://lh3.googleusercontent.com/-jqCnL2vbntY/Tfl0PT9MvgI/AAAAAAAAJmY/jHPAAYEuxJw/IAI%252520Nammer.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh3.googleusercontent.com/-jqCnL2vbntY/Tfl0PT9MvgI/AAAAAAAAJmY/jHPAAYEuxJw/IAI%252520Nammer.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 200px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">You can't help but notice that the line drawing above is virtually identical to the pictures of the Cheetah C and Kfir 2000 . Also note that the translation of 'Nammer' is the name of a big cat. A co-incidence? Did the prototype' of the Nammer become the prototype SAAF Cheetah C ? It would certainly have been a good cover story to disguise IAI's involvement with the latter program. </span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><div style="text-align: center;"><img height="300" src="http://farm8.staticflickr.com/7188/6921211021_bbf16d6d7d_o.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">SAAF Cheetah C in Service Ysterplaat AFB</div><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Pilot friendly advanced "Glass" Cockpit;</span></span><span style="color: #222222; font-size: 15px; line-height: 21px;">Hands On Throttle And Stick (HOTAS) operation;</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">Advanced multi-mode Fire Control Radar (FCR) with SAR; </span></span><span style="color: #222222; font-size: 15px; line-height: 21px;">State-of-the-art weapons delivery, including Beyond Visual Range missiles; </span><span style="color: #222222; font-size: 15px; line-height: 21px;">Digital Moving Map (DMM); </span><span style="color: #222222; font-size: 15px; line-height: 21px;">Electronic Warfare (EW) Suite.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The Israeli lineage of the Cheetah is clearly demonstrated by comparing the aircraft side-by-side. The SAAF Cheetah D, the initial two-seat version of the aircraft:</span></span><br /><div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><a href="https://lh4.googleusercontent.com/-JPV79pm8Hj8/TfkkPzLfbPI/AAAAAAAAJlw/bzaeK1stOvI/Atlas%252520Cheetah%252520D%2525202.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh4.googleusercontent.com/-JPV79pm8Hj8/TfkkPzLfbPI/AAAAAAAAJlw/bzaeK1stOvI/Atlas%252520Cheetah%252520D%2525202.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 275px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Kfir TC.2 of the Israeli Air Force:</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><a href="https://lh5.googleusercontent.com/-gcRgElknz4A/Tfppv8SHoWI/AAAAAAAAJnE/XFKb7eE7f9s/Kfir%252520TC2.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh5.googleusercontent.com/-gcRgElknz4A/Tfppv8SHoWI/AAAAAAAAJnE/XFKb7eE7f9s/Kfir%252520TC2.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 340px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Note identical extended and slightly downward-sloping nose cones, housing the electronics; the canard wings above the engine air intakes; and the strakes on the nose cone. Note the second curved strake running from the base of the nosecone down and back along the bottom of the fuselage. The Cheetah has an air refueling probe on the starboard side of the cockpit, which is absent from the Kfir TC.2, but an identical probe may be seen on other Kfir models, as shown below. The rear fuselage is different as the Cheetah uses a French Atar engine, while the Kfir uses the US turbojet; but from the engine forward, there's virtually no difference.</span></span><br /><br /><span style="font-family: Georgia, Times New Roman, serif;"><a href="https://lh5.googleusercontent.com/-uJXBErbiShY/TfkuWq9tHgI/AAAAAAAAJmE/CEInNvmblpU/Atlas%252520Cheetah%252520E%2525201.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><img alt="" border="0" height="200" src="https://lh5.googleusercontent.com/-uJXBErbiShY/TfkuWq9tHgI/AAAAAAAAJmE/CEInNvmblpU/Atlas%252520Cheetah%252520E%2525201.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; display: block; height: 300px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" width="400" /></a></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">And the single-seat Kfir C.7:</span></span><br /><div style="text-align: center;"><br /></div><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="491" src="http://images2.jetphotos.net/img/1/1/0/4/82639_1152177401.jpg" width="640" /></span></div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Note that both have small strakes at the tip of the nose cone, identical instrument probes beneath it, and an in-flight refueling probe that goes to the starboard air intake, rather than behind the cockpit, as in the later Cheetah C. The Cheetah E also incorporates the Kfir C.7's additional two weapons stations beneath the air intakes. I therefore consider the Cheetah E and the Kfir C.7 to be essentially identical from the engine forward.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><br /><a href="https://lh6.googleusercontent.com/-DvThqj2RvRI/TfktYskGCsI/AAAAAAAAJl8/2Yyu-vFcefg/Atlas%252520Cheetah%252520C.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh6.googleusercontent.com/-DvThqj2RvRI/TfktYskGCsI/AAAAAAAAJl8/2Yyu-vFcefg/Atlas%252520Cheetah%252520C.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 264px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"> IAI publicity photograph of their Kfir 2000 </span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><a href="https://lh4.googleusercontent.com/-7dQ8dilY0dk/TfkwNwvjuxI/AAAAAAAAJmI/ka-3Zv2CXsQ/Kfir%2525202000.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh4.googleusercontent.com/-7dQ8dilY0dk/TfkwNwvjuxI/AAAAAAAAJmI/ka-3Zv2CXsQ/Kfir%2525202000.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 310px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The refueling probes are different, but the noses of the two aircraft are, again, almost identical. (Note, too, their similarity to the IAI Nammer mentioned above.) As far as its weapons and electronic systems are concerned, the Cheetah C is the functional equivalent of the Kfir 2000 (also known as the Kfir C.10.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><span style="color: #222222; font-family: Georgia, 'Times New Roman', serif; font-size: 15px; line-height: 21px;">The first sixteen Mirage III's supplied to the SAAF were 'C' model interceptors, with a shorter fuselage than subsequent models - too short to be converted into Cheetah C's, which have a longer fuselage. They could not have been lengthened without a reconstruction so extensive (and expensive) that it would have effectively meant producing a new air frame.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;"><br /></span></span></span><a href="https://lh3.googleusercontent.com/-hf7tHc28PDM/Tfo569v5uLI/AAAAAAAAJm0/qtIjMlD0vkg/Cheetah%252520-%252520Vinten%252520reconnaissance%252520pod.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" height="255" src="https://lh3.googleusercontent.com/-hf7tHc28PDM/Tfo569v5uLI/AAAAAAAAJm0/qtIjMlD0vkg/Cheetah%252520-%252520Vinten%252520reconnaissance%252520pod.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; display: block; height: 383px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" width="400" /></span></a><br /><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">Vinten Vicon 18 Series 601 reconnaissance pod mounted beneath a Cheetah C</span></div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">Some of the Cheetah D aircraft had been converted from Mirage IIID2Z airframes, which had been delivered with Atar 09K-50 engines in the 1970's. Naturally, they retained these more powerful engines in their Cheetah guise. The remainder of the D's, and the Cheetah E models converted from Mirage IIIE's, retained their 1960's-vintage Atar 09C turbojet engine, as local production of the more powerful Atar 09K-50 (used in the Mirage F1) had proved economically unfeasible - South Africa's technological base was insufficiently advanced to manufacture all of the required components. In any event, due to changing circumstances , the lower-powered Cheetah models would all be retired within a few years.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">Efforts were mounted to obtain additional 9K-50 engines to equip the Cheetah C models. The Mirage F1 was operated by a number of other countries, including Jordan, Iraq, Morocco and Qatar, all of whom also purchased armaments from South Africa. It is possible that one or more of those nations made Atar 9K-50 engines available to South Africa in return for arms shipments. The most likely candidate would have been Iraq.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">They bought over 80 Mirage F-1's from France, and, as mentioned above, obtained 100 G5 howitzer cannon from South Africa. (Iraq was engaged in a war with Iran from 1980-1988). </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">Since combat operations would naturally impose greatly increased wear on the engines of its aircraft, it could order large numbers of replacement engines without arousing suspicion. I have little doubt that some of these replacements were swapped for South African artillery and/or ammunition - probably at a very favorable 'rate of exchange', because South Africa needed the engines very badly.)</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><br /><div style="text-align: center;"><img height="281" src="http://upload.wikimedia.org/wikipedia/commons/f/fb/Motor_SNECMA_atar_09C.jpg" width="400" /></div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">The retirement of the SAAF's Mirage F1 fleet in the 1990's was partly (although by no means exclusively) caused by the need to transplant at least some of their engines into the Cheetah fleet. The surviving F1CZ interceptors were retired in 1992. </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">Some of their engines went into the Cheetah C program. The Cheetah D and E versions (which had all entered service by 1992) took over from them until the Cheetah C's were ready. The last of the Mirage F1AZ's were retired in 1997, after all the Cheetah C's had entered service.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><br /><div style="text-align: center;"><img src="http://www.mirage4fs.com/images/special/f1az-7.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Mirage F1</div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">If the Cheetah aircraft had a major weakness, it was their engines. The Atar 9C engines used by Mirage III's were rated at a maximum of 13,240 pounds static thrust with afterburner. The Atar 9K-50 engine of the Mirage F1 was rated at 15,873 pounds static thrust with afterburner, an increase in power of almost 20%. </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">The core technology of both these engines was based on the German BMW 003 axial-flow turbojet developed during World War II, and was becoming increasingly dated. Technology that old simply couldn't keep pace with more modern developments. The Atar 9-series turbo jetengines weren't nearly as powerful (or as economical) as the turbofan engines installed in more modern military aircraft such as the F-16 or the MiG-29 (using two Klimov RD-33 turbofans, each rated at 18,285 pounds static thrust with afterburner. Such engines weren't available to South Africa at the time the Cheetah program was developed, so the SAAF had to make do with what it could get.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">The Cheetahs used an upgraded wing, offering improved aerodynamic qualities compared to that originally fitted to the Mirage III. The wing design from the Carver program was experimentally adapted to fit the Cheetahs as the Advanced Combat Wing, or ACW. The diagram below shows how more advanced Cheetah wings evolved, from the initial production variant to a final design with missile stations on the wingtips. The ACW was flight-tested, but never entered service. </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><a href="https://lh3.googleusercontent.com/-5EmRR0-mxeU/Tfk3NzzuMqI/AAAAAAAAJmU/pHYWW_dyjrs/Atlas%252520Cheetah%252520wing%252520development.jpg" style="color: #2aaadd; font-size: 15px; font-style: italic; line-height: 21px; text-align: center; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" height="400" src="https://lh3.googleusercontent.com/-5EmRR0-mxeU/Tfk3NzzuMqI/AAAAAAAAJmU/pHYWW_dyjrs/Atlas%252520Cheetah%252520wing%252520development.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; display: block; height: 768px; margin: 0px auto 10px; padding: 5px; position: relative; width: 462px;" width="240" /></span></a><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The ACW had a fixed, drooped leading edge. An early iteration (Version 2 as shown above) had a simple notch in the leading edge at mid-span, while a later model (Version 3 above) had a much wider slot. This permitted underwing mounting of the SAAF's standard 500-liter (about 132 US gallon) drop tanks, which would otherwise have struck the lowered leading edge. Additional fuel tanks were incorporated into the drooped leading edge, which were claimed to improve the Cheetah's radius of action by almost 100 kilometers (just over 60 miles).</span></span><br /><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Official and unofficial South African sources claim that the Cheetahs were very successful, and popular with their pilots. Compared to the earlier Mirage III's and F1's, this is probably true. </span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The Cheetah C's were more capable than anything preceding them in the SAAF inventory. In terms of their electronics and weapons systems, they could certainly have matched the 1980's-vintage MiG-23's and -27's, and Sukhoi Su-20/22's, that the SAAF encountered in Angola. </span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Due to the lower power of their engines, I don't believe they could have matched the Soviet aircraft in acceleration or top speed. One cannot believe claims from some South African sources that the Cheetah C was comparable in performance to the US F-15 Eagle. </span></span><br /><div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></div><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><a href="https://lh3.googleusercontent.com/-TLMheVGQ-UM/Tfv_ZQTW_-I/AAAAAAAAJoU/hdYy-JyCndg/SAAF%252520Cheetah%252520C%252520flies%252520over%252520USS%252520Forrest%252520Sherman%252520%252528DDG%25252098%252529%252520off%252520Cape%252520Town%252520in%2525202007.jpg" style="background-color: whitesmoke; color: #2aaadd; font-size: 15px; line-height: 21px; text-decoration: none;"><span style="font-family: Georgia, Times New Roman, serif;"><img alt="" border="0" src="https://lh3.googleusercontent.com/-TLMheVGQ-UM/Tfv_ZQTW_-I/AAAAAAAAJoU/hdYy-JyCndg/SAAF%252520Cheetah%252520C%252520flies%252520over%252520USS%252520Forrest%252520Sherman%252520%252528DDG%25252098%252529%252520off%252520Cape%252520Town%252520in%2525202007.jpg" style="-webkit-box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; background-color: white; background-position: initial initial; background-repeat: initial initial; border: 1px solid rgb(238, 238, 238); box-shadow: rgba(0, 0, 0, 0.0980392) 1px 1px 5px; cursor: pointer; display: block; height: 402px; margin: 0px auto 10px; padding: 5px; position: relative; text-align: center; width: 600px;" /></span></a><br /><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;">SAAF Cheetah C over USS Forrest Sherman, Cape Town 2007</span></div><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">Despite its limitations, the Cheetah program was a success, albeit at a very high price. Including all research, development, tooling, purchase and production expenses, and averaging them across the 71 aircraft produced (16 D's, 16 E's, 38 C's and a single R - the latter not entering service), each Cheetah cost South Africa well over twice the price of a brand-new contemporary equivalent (e.g. the Mirage 2000) on the open market. Operating in a sanctions environment, there was no alternative. </span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;">The program updated obsolete third-generation jet combat aircraft to fourth-generation standards as far as their weapons and electronic systems were concerned, and provided the SAAF with an aircraft capable of handling any regional threat at the time. Fortunately, with the end of the Angolan War in the late 1980's, the collapse of the Soviet Union in the early 1990's, and the end of apartheid in 1994, no more sophisticated threats arose that would have required a more technologically advanced response.</span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br /></span><span style="font-family: Georgia, Times New Roman, serif;"><span style="color: #222222;"><span style="font-size: 15px; line-height: 21px;">During the 1990's the SAAF found itself in a budgetary crisis. Not surprisingly, the first democratically-elected post-apartheid government prioritized restoring balance to political, economic and social structures </span></span><span style="color: #222222; font-size: 15px; line-height: 21px;">Funding was directed largely to such efforts. Furthermore, the military threats facing the country had almost completely evaporated, compared to the days of the Border War and international sanctions, which had driven the Cheetah program from its inception. </span></span><br /><span style="color: #222222; font-size: 15px; line-height: 21px;"><span style="font-family: Georgia, Times New Roman, serif;"><br /></span></span><span style="color: #222222; font-size: 15px; line-height: 21px;"><span style="font-family: Georgia, Times New Roman, serif;">There was no longer a pressing need for combat aircraft, but a need to conserve the SAAF's much more restricted budget. The number of front-line aircraft was therefore slashed. Only one squadron was retained, operating 28 Cheetahs (a mixture of single-seat C's and two-seat D's, all powered by Atar 09K50 engines). The remainder of the Cheetah fleet was retired from SAAF service. A couple were used as development aircraft, but most were placed in storage. Some were later sold to other nations. The last Cheetahs were retired in 2008, and are presently being replaced by 26 Saab Gripen multi-role fighters.</span></span><br /><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><span style="font-family: Georgia, Times New Roman, serif;"><br style="background-color: whitesmoke; color: #222222; font-size: 15px; line-height: 21px;" /></span><br /><div style="text-align: center;"><span style="font-family: Georgia, Times New Roman, serif;"><img height="424" src="http://www.saabgroup.com/Global/Documents%20and%20Images/Air/Gripen/Gripen%20for%20South%20Africa/SAAF%20Gripen%20(5843%20Photo%20Frans%20Dely)72dpi.jpg" width="640" /></span></div><div><div style="text-align: center;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span></div><div style="text-align: center;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">SAAF Saab Gripen fighters</span></span></div><div style="text-align: center;"><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span></div></div><div><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">Sadly, these reductions in force and budgetary constraints caused major problems for the SAAF in retaining the services of its highly qualified and skilled pilots. Many of them saw no future for themselves in the new climate of politically correct restructuring, and resigned to pursue more lucrative opportunities elsewhere. Some became mercenary pilots of combat aircraft for other nations and/or organizations, where their superior flying skills and combat experience were greatly appreciated and well compensated. </span></span></div><div><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span></div><div><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The SAAF's budgetary and personnel problems have not abated since. It has been rumoured that only 8 trained pilots for its Saab Gripen fighters remain , down from 30 pilots in 2005 and 20 in 2008. </span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">The SAAF is presently in the midst of a crisis as far as trained personnel are concerned . . . a very sad situation for a service that only two decades ago boasted pilots equal to, if not better than, those of most first-class air forces, including the USAF. The SAAF will probably never regain the very high standards it had attained by the end of the Border War in the 1980's.</span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">And the sad end of the road for some Cheetahs:</span></span><br /><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><br /><div style="text-align: center;"><img height="271" src="http://cdn-www.airliners.net/aviation-photos/photos/0/0/0/1459000.jpg" width="400" /><br /><br />More info on SAAF Mirages:<br /><br />The Mirage F1 (click to follow links) 3 Parts, including the Border war:<br /><a href="http://aircraftnut.blogspot.co.nz/2013/03/saaf-mirage-f1-part-1.html">Part 1 History of the F1</a><br /><a href="http://aircraftnut.blogspot.co.nz/2013/03/mirage-f1-in-saaf-service-part-2.html">Part 2 The Border War: F1s in Combat</a><br /><a href="http://aircraftnut.blogspot.co.nz/2013/03/saaf-mirage-f1-and-border-conflict-part.html">Part 3 Combat record and First Hand Account (Arthur Piercy)</a></div><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;"><br /></span></span><span style="color: #222222;"><span style="font-family: Georgia, Times New Roman, serif; font-size: 15px; line-height: 21px;">(Source Wings and Wiki, other Internet sources. Not for gain, just a fan blog. No copyright infringement intended)</span></span></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-77234314707477131332013-09-25T19:03:00.000-07:002014-03-13T07:37:20.815-07:00A-10 Warthog to go?<h2>Is the A-10 Wartog about to be retired?</h2><br /><div style="text-align: center;">For decades, the A-10 Thunderbolt II has been the favorite jet at airshows and grunts on the ground.</div><div style="text-align: center;">It’s slow. It’s ugly. But, it’s effective. A flying tank.</div><br /><div style="text-align: center;"><img alt="Putting on quite a show" height="300" src="http://cmsimg.airforcetimes.com/apps/pbcsi.dll/bilde?Site=M6&Date=20130923&Category=NEWS04&ArtNo=309230002&Ref=AR&MaxW=640&Border=0&Future-10s-uncertain" width="400" /></div><br />US Air Force officials have confirmed they are looking at complete cuts of entire fleets of aircraft because of tightening budgets. Single-purpose mission planes are at the top of the list, putting the A-10 right in the cross-hairs. The A-10 has almost exclusively been used for close-air support since it was introduced in 1977.<br /><br /><b>A vertical cut: </b>Several USAF officials have confirmed the A-10 is a likely target for eliminating an aircraft fleet under continued budget pressure. Removing the entire fleet instead of continuing to retire squadrons, called a “vertical cut” is more likely to save money in the long term because it also removes the infrastructure behind the jet. “You only gain major savings if you cut an entire fleet,” Welsh said. “You can cut an aircraft from a fleet, but you save a lot more money if you cut all the infrastructure that supports the fleet.”<br /><br /><div style="text-align: center;"><img height="279" src="http://www.fas.org/man/dod-101/sys/ac/a-10-0000000b.jpg" width="400" /></div><br />Air Combat Command has planned for the possibility of divesting the entire A-10 fleet by 2015, according to an internal ACC slide outlining future fighter force structure. The ACC plan also calls for retirements of some, but not all, F-15s and F-16s as the service obtains more F-35s.<br /><br />ACC Commander Gen. Mike Hostage said he talked to Army leaders about the prospect of cutting the entire Thunderbolt II fleet, a decision that isn’t likely to be popular with ground troops who rely on close-air support and hold the A-10 in high regard.<br /><br />Even the A-10’s success at close-air support during more than a decade of war may not be enough to save it. It is slow, it is not stealthy and it cannot easily protect itself from surface-to-air missiles. With a smaller force, the Air Force needs planes that handle multiple roles and work in a non-permissive environment, Welsh said.<br /><br /><b>Targeting the Guard</b><br />Eliminating the A-10 fleet is likely to face a tough road in the US Congress. Lawmakers are speaking out against it, though it has not been officially proposed. ““It’s kind of a disarming of America that bothers me a great deal,” said Sen. James Inhofe, R-Okla., at a Sept. 19 Senate Armed Services Committee hearing.<br /><br />The Air National Guard flies 107 A-10s and will face the closure of several squadrons if it loses its A-10s. Congress has blocked cuts to protect flying missions in their home states in previous years, but Guard officials seem resigned to letting the A-10s go in exchange for a new mission, such as cyber warfare or remotely piloted aircraft.<br /><br /><div style="text-align: center;"><img height="360" src="http://wallpoper.com/images/00/27/50/14/a-10-thunderbolt_00275014.jpg" width="640" /></div><br />Lt. Gen. Stanley Clarke, the director of the Air National Guard, spent seven years of his Air Force career flying the A-10, including as an instructor pilot at the Air Force’s weapons school. But despite his experience in the jet, it may be time for it to go because of the future threats the Air Force will face.<br /><br />“It is highly effective,” Clarke said.” But you have to operate in a fairly permissive environment. We’ve been somewhat fortunate that the ground threats we faced in Iraq and Afghanistan aren’t the same than even what we faced in southeast Asia. ... It’s not important to get an aircraft to a target. It’s important to get the munitions to the target, to get the sensor to the target.”<br /><br /><b>The coming replacement? </b><br /><br /><div style="text-align: center;"><img height="300" src="http://www.vostokstation.com.au/aircraft/images/F-35_JSF_variants.jpg" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img src="http://farm8.staticflickr.com/7099/7396717752_5509c05c2b_z.jpg" /></div><br />The F-35A is expected to be the next era of close-air support, along with the other roles the fighter is tasked with taking on. The Defense Department expects to field more than 1,700 of the jets with the planned initial operating capability in summer 2016.<br /><br />The A-10 flew at an operational cost per flying hour of $17,564 in 2012, which is cheaper than each of the US Air Force’s other fighters. The next cheapest is the F-16, at $22,500. The F-35A’s sustainment affordability target will be double that of the A-10, at $35,200, according to the Government Accountability Office.<br /><br />The F-35A will carry 18,000 pounds of ordnance in a non-stealth role, along with a GAU-12 Equalizer internal gun, capable of firing up to 4,200 rounds per minute. But it will only be able to carry 180 rounds.<br /><br />By comparison, the A-10 can carry up to 16,000 pounds of ordnance. But the A-10’s most impressive feature is its gun, the General Electric GAU-8 Avenger .30 mm cannon that can carry 1,170 rounds.<br /><br /><div style="text-align: center;"><img src="http://www.aviationspectator.com/files/images/a-10-thunderbolt-ii-warthog-234.jpg" /></div><br />Its place in the fight<br />For the guys on the ground, especially the joint terminal attack controllers who coordinate with aircraft for close air support, sending all A-10s to the boneyard seems “ridiculous” while U.S. troops are still on the ground in Afghanistan, said Charlie Keebaugh, a retired tactical air control party airman and president of the TACP Association.The jet is also much more capable at spending more time on the target and being able to spot the enemy, because of its slow speed.<br /><br />Air Force officials are quick to point out, however, that while the A-10 is famous for its close-air support prowess, it isn’t the only jet that supports ground troops.<br /><br />“People seem to assume that 100 percent of the close-air support being done in Afghanistan today is being done by the A-10,” Welsh said at a Sept. 18 House Armed Services Committee hearing. “That’s not even close to the truth. It’s actually a small percentage of the close-air support that’s being done by many, many other platforms.”<br /><br /><b>Mission capable</b><br />The Air Force currently flies 326 A-10Cs, with an average age of just over 32 years. In fiscal 2013, the jet flew at a 75 percent mission capable rate — the highest in the past five years. The rate at which the aircraft is fixed within 12 hours is 71 percent , the third highest in the Air Force behind the EC-130H Compass Call and MQ-1B Predator.The A-10’s mission capable rate is higher than the fighter fleet, except for the F-15E Strike Eagle. No mission capable rates were released for the F-35A because the initial operating capability is still three years away.<br /><br />Last year, the US Air Force flew 348 of the A-10s, but the service this year closed the Reserve 917th Fighter Group at Barksdale Air Force Base, La., and the active-duty 81st Fighter Squadron at Spangdahlem Air Base, Germany. The 188th Fighter Wing at Fort Smith, Ark., began retiring its A-10s this month.<br /><br />The Air Force tried to shut down more A-10 squadrons in its fiscal 2013 budget proposal. The goal was to retire 102 jets. However, Congress worked to protect the A-10s assigned to the 122nd Fighter Wing at Fort Wayne, Ind., and the 127th Wing at Selfridge Air National Guard Base, Mich. While the fiscal 2014 budget has not been released, Air Force officials have repeatedly said cuts are coming, and that more A-10s would likely be decommissioned even if some of the fleet is spared.<br /><br />In 2010, Boeing Co. began assembling replacement wings for the A-10, with the total contract worth up to $2 billion. Work is expected to continue through 2018, with the most recent order of $212 million placed on Sept. 4. Boeing says the upgrade will help the A-10 improve its mission availability by 4 percent and save the service an estimated $1.3 billion in maintenance for the next 30 years.<br /><br />And pilots assigned to the 74th Fighter Squadron at Moody Air Force Base, Ga., earlier this year became the first to fly with a new helmet, featuring a Helmet Mounted Cueing System. The system, the product of a $12.6 million contract with Raytheon, features a full-color display and includes optical motion tracking, head-steered weapons, day and night capability and can be attached to older helmets.Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-75988423115414766682013-09-24T20:54:00.000-07:002014-03-13T07:37:20.827-07:00USAF and Navy testing Unmanned Aircraft and Helicopter<div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><h2>USAF and Navy testing Unmanned Aircraft and Helicopter</h2><br />The U.S. Air Force began demonstrating the next generation of air combat training and testing aircraft last week, completing the first flight of a converted F-16 jet with no pilot in the cockpit. </div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; text-align: center; vertical-align: baseline;"><img alt="" height="393" src="http://www.aviationtoday.com/Assets/Image/QF-16.jpg" style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;" width="550" /></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">(<em style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><strong style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">QF-16 takes off remotely piloted at Tyndall Air Force Base, Fla. </strong>Photo, courtesy of Master Sergeant J. Scott Wilcox.</em>)</div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">The QF-16 Full Scale Aerial Target, a retired F-16 jet modified to fly as an unmanned aircraft system (UAS), completed a series of simulated maneuvers, including supersonic flight, prior to landing autonomously. The QF-16 is the result of a 2010 $70 million Department of Defense (DoD) contract awarded to <a class="iLinks" href="http://www.aviationtoday.com/search/?query=Boeing" style="border: 0px; color: #2d83b5; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; text-decoration: none; vertical-align: baseline;" target="_top">Boeing</a> to convert six early-generation F-16 jets into full-scale aerial targets. </div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">To convert the F-16 to a remotely piloted aircraft, <a class="iLinks" href="http://www.aviationtoday.com/search/?query=Boeing" style="border: 0px; color: #2d83b5; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; text-decoration: none; vertical-align: baseline;" target="_top">Boeing</a> installs new electronic control equipment that allows the jet to be operated via data links from a ground control station. </div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">“It was a little different to see it without anyone in it, but it was a great flight all the way around,” said U.S. Air Force Lt. Col. Ryan Inman, commander, 82nd Aerial Targets Squadron. “It’s a replication of current, real world situations and aircraft platforms they can shoot as a target. Now we have a 9G capable, highly sustainable aerial target.”</div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 2em; outline: 0px; padding: 0px 0px 10px; vertical-align: baseline;">By converting retired F-16 jets to the QF-16 configuration, Boeing allows fighter pilots to train against actual fighter jets with live weapons. The development could also lead to production of unmanned fighter jets remotely piloted from the ground. </div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 2em; outline: 0px; padding: 0px 0px 10px; vertical-align: baseline;"><h2><span style="line-height: inherit;">Navy's First MQ-8C Unmanned Helicopter Completes Ground Testing</span></h2></div><div id="content-main" style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 19.25px; margin: 0px; outline: 0px; padding: 0px 0px 40px; vertical-align: baseline;"><div class="fontresize" style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">The U.S. Navy's first MQ-8C Fire Scout unmanned helicopter completed ground testing and engine runs during its initial testing Friday at Naval Base Ventura Country Point Mugu, Calif. </div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><img alt="" height="367" src="http://www.aviationtoday.com/Assets/Image/Fire%20Scout%20first%20flight%20runs.jpg" style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;" width="550" /></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">(<em style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><strong style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">MQ-8C Fire Scout at Naval Base Ventura County Point Mugu, Calif., on Sept. 20 to prepare the system for flight operations.</strong></em> <em style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">Photo, courtesy of <a class="iLinks" href="http://www.aviationtoday.com/search/?query=Northrop%20Grumman" style="border: 0px; color: #2d83b5; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; text-decoration: none; vertical-align: baseline;" target="_top">Northrop Grumman</a>.</em>)</div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><a class="iLinks" href="http://www.aviationtoday.com/search/?query=Northrop%20Grumman" style="border: 0px; color: #2d83b5; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; text-decoration: none; vertical-align: baseline;" target="_top">Northrop Grumman</a> engineers powered up the aircraft's rotor blades for the first time Friday, as the company looked to collect enough data to ensure the Scout's systems are functioning properly ahead of its upcoming first flight. </div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">"Completion of these tests signifies our steady progress toward the first flight of the MQ-8C Fire Scout," said George Vardoulakis, vice president of medium range tactical systems at Northrop Grumman.</div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; text-align: center; vertical-align: baseline;"><img alt="" height="367" src="http://www.aviationtoday.com/Assets/Image/Fire%20Scout%20first%20flight%202.jpg" style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;" width="550" /></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">(<em style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"><strong style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">Northrop Grumman test engineers conduct the first engine runs of the MQ-8C Fire Scout. </strong></em><em style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;">Photo, courtesy of Northrop Grumman.</em>)</div><div style="border: 0px; line-height: inherit; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline;"></div><div style="border: 0px; line-height: inherit; outline: 0px; padding: 0px 0px 10px; vertical-align: baseline;">The US Navy currently has the company under contract to produce an MQ-8C for deployment beginning next year. According to a spokesperson for Northrop Grumman, the first flight of the MQ-8C is scheduled for October. </div></div></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 2em; outline: 0px; padding: 0px 0px 10px; vertical-align: baseline;"><br /></div><div style="border: 0px; color: #5e5e5e; font-family: Verdana, Arial, Helvetica, sans-serif; font-size: 11px; line-height: 2em; outline: 0px; padding: 0px 0px 10px; vertical-align: baseline;"><br /></div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-59971680018660131832013-09-19T17:46:00.000-07:002014-03-13T07:37:20.839-07:00F 22 Raptor in Top Gun Moment with Iranians<h2>F 22 Raptor in Top Gun Moment with Phantom F4's from Iran</h2><br />Earlier this year, Pentagon Press Secretary George Little said that an IRIAF (Islamic Republic of Iran Air Force) F-4 Phantom combat plane attempted to intercept a U.S. MQ-1 drone flying in international airspace off Iran.<br />As we reported back then, one of the two F-4 Phantom jets came to about 16 miles from the UAV but broke off pursuit after they were broadcast a warning message by two American planes escorting the Predator.<br /><br /><div style="text-align: center;"><img src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR8KCgi7n9PUOfPQqhOYZ581Bj5pIaqAV5r-zEVa9EKVeENwfmvsoyNN89ZdMWe5StdmBRwpV6-QTnUt07daADvIBS-VIte7BUaFqHqma1QeO_L0kPEPWcRWZ19ACRj5_SpjzHxsuUlQG4/s320/f-22+f-4.jpg" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Composite photograph</div><br />The episode happened in March 2013, few months after a two Sukhoi Su-25 attack planes operated by the Pasdaran (informal name of the IRGC – the Army of the Guardians of the Islamic Revolution) attempted to shoot down an American MQ-1 flying a routine surveillance flight in international airspace some 16 miles off Iran, the interception of the unmanned aircraft failed.<br /><br />After this attempted interception the Pentagon decided to escort the drones involved in ISR (intelligence surveillance reconnaissance) missions with fighter jets (either F-18 Hornets with the CVW 9 embarked on the USS John C. Stennis whose Carrier Strike Group is currently in the U.S. 5th Fleet area of responsibility or F-22 Raptors like those deployed to Al Dhafra in the UAE.<br /><br /><div style="text-align: center;"><img height="320" src="http://farm1.staticflickr.com/13/18993297_c160cbd7e8_z.jpg?zz=1" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Airshow image of relative size (F 4 in the lead)</div><br />New details about the episode were recently disclosed by Chief of Staff Gen. Mark Welsh who on Sept. 17 not only confirmed that the fighter jets providing HVAAE (High Value Air Asset Escort) were F-22 stealth fighters but also said that:<br /><br />“He [the Raptor pilot] flew under their aircraft [the F-4s] to check out their weapons load without them knowing that he was there, and then pulled up on their left wing and then called them and said ‘you really ought to go home’”<br /><br />If the episode went exactly as Welsh described it, it was something more similar to Maverick’s close encouter with Russian Mig-28s in Top Gun movie than a standard interception.<br /><br />It would be interesting to know how the Raptor managed to remain stealth (did they use their radar? were they vectored by an AWACS? etc.) and why it was not the E-2 most probably providing Airborne Early Warning in the area to broadcast the message to persuade the F-4 to pursuit the drone before the Iranian Phantoms and the U.S. Raptors got too close in a potentially dangerous and tense situation?<br /><br />Anyway the U.S. pilot achieved to scare the Iranian pilots off and save the drone. A happy ending worthy of an action movie.<br /><br />This post originally appeared at The Aviationist. Copyright 2013.<br /><br />Ironic that the Iranians were flying US built aircraft that supplied to the Shah's regime before the Islamist revolution. F- 22 on F4s. No chance. I would also go home!<br /><br /><div style="text-align: center;"><img height="271" src="http://www.ausairpower.net/XIMG/F-22A-Size-Comparison-4.png" width="400" /></div><div style="text-align: center;"><br /></div><div style="text-align: center;">Low vs High capability Aircraft. F 4's not even on the list!</div><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-58102292588626125832013-09-18T15:17:00.000-07:002014-03-13T07:37:20.852-07:00Boeing Dreamliner 787-9 takes to the skies: Air NZ the first customer<h2>Dreamliner 787-9</h2><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkptF2sYbftF54u3lKARdJYVL5UsgHuS614VUUyALs6J4mJTuBCC1KVxC-lLiGxS6mVciuGRIyk01EiuLYRDrJrvCqbeaibiwwS9jXxaAc08xlcDsxxAk7fpN9f_6Jsi57Jc6WwwjYpg/s1600/boeing_Banner_787-9_1500x365.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="155" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkptF2sYbftF54u3lKARdJYVL5UsgHuS614VUUyALs6J4mJTuBCC1KVxC-lLiGxS6mVciuGRIyk01EiuLYRDrJrvCqbeaibiwwS9jXxaAc08xlcDsxxAk7fpN9f_6Jsi57Jc6WwwjYpg/s640/boeing_Banner_787-9_1500x365.jpg" width="640" /></a></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">A longer version of Boeing's Dreamliner made its first flight, passing a key milestone for a plane that should be more profitable both for Boeing to sell and for its customers to operate than the current production model.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">Orders have been places by several carriers, Air New Zealand being the first, also Canada, Japan, KLM, Air France, Virgin, and others</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhq07SVo8dWN6agIwaboHmfHjVG9lGDxLB6pYO8RDMEKXKtw1YuT00Kj3kaREBd8cW1N3uEGe97tfv29N0EGG5tHK1DSLRzdLcyoqBHu6GFefm1wmL-cY5vqOZm6vikHYJeFoNhLMIAOQ/s1600/VAA.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhq07SVo8dWN6agIwaboHmfHjVG9lGDxLB6pYO8RDMEKXKtw1YuT00Kj3kaREBd8cW1N3uEGe97tfv29N0EGG5tHK1DSLRzdLcyoqBHu6GFefm1wmL-cY5vqOZm6vikHYJeFoNhLMIAOQ/s200/VAA.png" width="200" /></a></div><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhw-cGkanP6f6Ag6wiDi-95TOZR20stOT7PcXGdWT4v0PTmgceKWokmq9TBLOjlQQV01kHzFxNZYkQtr7yW543cUY2ZywoX7uVna2qhKyCQbvqDvXZ0OEThwUViV2kMgJoBlVk-2D77-A/s1600/AFA.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhw-cGkanP6f6Ag6wiDi-95TOZR20stOT7PcXGdWT4v0PTmgceKWokmq9TBLOjlQQV01kHzFxNZYkQtr7yW543cUY2ZywoX7uVna2qhKyCQbvqDvXZ0OEThwUViV2kMgJoBlVk-2D77-A/s200/AFA.png" width="200" /></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCPxcAMtDQZtBbxptKaesFTQjyw-JLWnoTMHJDuYbZj9YrolxBSD5JdsyfXyx49vhRUpLAPSwWsnY4CNc8fFH_lkcUjnXiIwOe5JB3z7w6Bgh15msOwkYx4DYQ6SUeLBpPp4HCT4pjQA/s1600/BAB.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCPxcAMtDQZtBbxptKaesFTQjyw-JLWnoTMHJDuYbZj9YrolxBSD5JdsyfXyx49vhRUpLAPSwWsnY4CNc8fFH_lkcUjnXiIwOe5JB3z7w6Bgh15msOwkYx4DYQ6SUeLBpPp4HCT4pjQA/s200/BAB.png" width="200" /></a><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv2x7lneHaW69fKxSWXo4crUcjmMGoaFIWFIMPP7_Lu7Fg2YgGdl4d1GmrkFRz2mLOU_jOoDX-T8ncqwwv4GQu7diuMQNRzhpOosGX6fu_awMtKavvPep1r-FRPlReFH_1d5Pk2U4DNw/s1600/KLM.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv2x7lneHaW69fKxSWXo4crUcjmMGoaFIWFIMPP7_Lu7Fg2YgGdl4d1GmrkFRz2mLOU_jOoDX-T8ncqwwv4GQu7diuMQNRzhpOosGX6fu_awMtKavvPep1r-FRPlReFH_1d5Pk2U4DNw/s200/KLM.png" width="200" /></a></div><br /><br /><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">The 787-9 jet, which left the ground at 11.02 am local time has room for 290 passengers, 40 more than the original 787-8 jetliner, and has about 300 more nautical miles (555km) of range.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">That means Boeing can charge US$37.7 million ($45.8 million) more for the plane at list price, and airlines can sell more seats on longer routes.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">Boeing has unfilled orders for 936 Dreamliners, worth about US$217 billion at list prices, or nearly eight years worth of production at its target construction rate of 10 per month, which it aims to hit by year's end.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">About 41 per cent of the orders, or 388 planes, are for the 787-9.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizTkhHkzCwniaZe22PB4ASJ3qPkhdY1VQROqjrkwBokuNBb2lFJPq7CGRtAeoe6UZzBfTe3j8u1kX1XKAccCmgLzep7k8B54mq8XmlrRqdK_y79l2wZtwzzjxcjy4npI55lsf0xaw0vg/s1600/fgvbund.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="207" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizTkhHkzCwniaZe22PB4ASJ3qPkhdY1VQROqjrkwBokuNBb2lFJPq7CGRtAeoe6UZzBfTe3j8u1kX1XKAccCmgLzep7k8B54mq8XmlrRqdK_y79l2wZtwzzjxcjy4npI55lsf0xaw0vg/s320/fgvbund.jpg" width="320" /></a></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">Boeing began selling an even longer version of the jet, the 787-10, in June. It has garnered 50 orders so far. The rest of the orders are for the 787-8.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">In its maiden voyage on Tuesday, the 787-9 will fly for about five hours, running detailed tests of its flight controls, part of a nine-month testing program.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">The aircraft used for the tests will eventually be delivered to Air New Zealand in mid-2014, Boeing said.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOuXiBuE-6MlB3w6SnIV-LcIkAw26ihTQYsmmnhhySncAeMmeHwmxGT9jT37FWwUDD3SUNchlZC0eEVabi362GoCuh04ZLGnBntDNFFUxAmC9xZkaAOiktXE5ICaUhWy1GGFUCLiwtJQ/s1600/ANZ.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOuXiBuE-6MlB3w6SnIV-LcIkAw26ihTQYsmmnhhySncAeMmeHwmxGT9jT37FWwUDD3SUNchlZC0eEVabi362GoCuh04ZLGnBntDNFFUxAmC9xZkaAOiktXE5ICaUhWy1GGFUCLiwtJQ/s200/ANZ.png" width="200" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">An hour behind schedule, in overcast weather, the jet rose smoothly before TV crews, reporters and thousands of Boeing employees, who watched from an adjacent runway. The flight began at Paine Field in Everett, Washington, near Boeing's main 787 assembly lines, and is due to end at Boeing Field south of Seattle, near Boeing's 737 factory.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">The jet was scheduled to fly at a speed of up to 250 knots and altitude of 16,000 feet if the two test pilots aboard feel it is safe, Boeing said.</div><div style="background-color: white; color: #333333; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; margin-bottom: 10px; padding: 0px;">The jet will fly over Puget Sound and then head inland to Moses Lake, Washington. (Reuters)</div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-75339022749917287022013-09-17T03:26:00.000-07:002014-03-13T07:37:20.864-07:00Airworthy Messerschmitt BF109 Crashes <div class="separator" style="clear: both; text-align: center;">Red Seven Crashes in Denmark</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUwPFRkGCjDWEC_yvVDwix6alDAZfAzAtL9VnzOZvBNVHUYp-cRZWC6wOIiz5RLBNABs4HghKPkgV16W6mLfd-Zy1yuwo3_ts0g7WWHaaP50xLx3hMaOvqw7bJTpV-UhwVFMnDKibPRQ/s1600/Ubehandlet_webpix_960508m.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUwPFRkGCjDWEC_yvVDwix6alDAZfAzAtL9VnzOZvBNVHUYp-cRZWC6wOIiz5RLBNABs4HghKPkgV16W6mLfd-Zy1yuwo3_ts0g7WWHaaP50xLx3hMaOvqw7bJTpV-UhwVFMnDKibPRQ/s400/Ubehandlet_webpix_960508m.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;">A charmed life: This Me Bf 109 has survived 3 crashes.</div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: left;">The pilot was unhurt and the aircraft does not seem to have suffered heavy damage. The propeller is shattered and the engine will certainly have suffered, but the pilot’s decision to land in an unharvested wheat field probably helped to limit the damage to the airframe.</div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: left;">This is the third time that this aircraft has been damaged. It crashed in 2005 and, after being rebuilt, it made a wheels-up landing in 2008.</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: left;">The Messerschmitt Stiftung's "Rote Sieben" (Red Seven) was built as a Hispano (CASA) license built Bf-109, the Hispano HA-1112 M-1L Buchón, Spain in 1950 with c/n 139. After delivery she first served with the Ejercito del Aire with serial C.4K-75.</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="" style="clear: both; text-align: left;">After being stuck of charge she was stored on Tablada before being sold to the United Kingdom in 1968, registered as G-AWHH. She starred as a Bf-109E "yellow 11" and "red 14" in the famous movie "The Battle of Britain". </div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">For another role in a movie she was reconverted into a P-51 "Mustang". Therefore a fake belly-cooler was attached. But she unfortunately crashed during a take-off and was severely damaged.</div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">After her accident she was sold to the USA being registered as N3109G and restored to flying condtion. She was flown for the first and last time from Casper, Wyoming in 1986 as she crashed on take-off. After she was "repaired" to represent an Bf-109E-4 in static condition and in open storage. </div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">She was in a poor state when she arrived in Augsburg, Germany in the 1990s where a couple of enthusiasts had the ambitious plan to restore her to Bf-109G-4 "Gustav" specifications, including the Daimler-Benz DB605 engine.</div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">Her first owner gave up on the plan fairly soon an in 1998 she was moved to the Messerschmitt Air Company (MAC) at Albstadt-Degerfeld. There she would undergo an expensive and time consuming restoration, that took over 30.000 hours. The work was completed in 2004 and on October 8 of that year she was presented to the public; the Rote Sieben had come to life!</div><div class="" style="clear: both; text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><img alt="Image" height="280" src="http://www.abload.de/img/r7_22az5.jpg" width="400" /></div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">On July 15, 2005 disaster struck as she was involved in a crash landing. While she touched down at her home, Albstadt-Degerfeld, the main gear collapsed resulting in a violent ground spin. The engine broke of the fuselage and the fighter was heavily damaged. </div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://www.abload.de/img/007xabs.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img alt="Image" border="0" height="299" src="http://www.abload.de/img/007xabs.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://www.abload.de/img/031ba0q.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="Image" border="0" height="299" src="http://www.abload.de/img/031ba0q.jpg" width="400" /></a></div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">At that point it wasn't clear if she would ever take the skies again. While being repaired the MAC was having difficulties to raise the funds to finalize the needed work and in December 2007 she was adopted by the Manching based Messerschmitt Stiftung. On April 2, 2008 she made, with Walter Eichhorn as her pilot, her first 15 minute test flight.</div><div class="" style="clear: both; text-align: left;">But then on April 15, 2008, just two weeks after her first flight, disaster struck again. While on approach to Manching, the pilot, Walter Eichhorn, found out that the right main gear of the 109 wasn't locked. After several attempts he found himself forced to make a wheels-up landing. </div><div class="separator" style="clear: both; text-align: center;"><img alt="Image" height="162" src="http://www.abload.de/img/bruchlandungyd8y.jpg" width="400" /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://www.fliegermagazin.de/__we_thumbs__/2416_9_R7_06.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="242" src="http://www.fliegermagazin.de/__we_thumbs__/2416_9_R7_06.jpg" width="400" /></a></div><div class="" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">The "Rote Sieben" was damaged, but thanks to the superb landing of Eichhorn the damage was kept to a minimum. After the previous accident in 2005, this mend that yet another round of repairs where necessary. </div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: left;">After the repairs were made the "Rote Sieben" made her first flight on February 19, 2009 with Walter Eichhorn as pilot.</div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="separator" style="clear: both; text-align: left;"><br /></div><div style="text-align: center;"><br /></div><div style="text-align: center;"><img alt="ubehandlet_webpix_960nolkm.jpg" height="266" src="http://abload.de/img/ubehandlet_webpix_960nolkm.jpg" width="400" /></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW3Ds5LnIPWPB3fDPTYV9fmV61wGfSzpihUvW5vqDCRoWqZ0Sq9NDOZASk0SzLHEBrFDvf28hbvPslAJyUYBZiJ4bZO7KqfaukGhTnMNKRIqzcgSRdBfZ_q0-VvySt_QU-xILbsTO3qA/s1600/Ubehandlet_webpix_960509m.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW3Ds5LnIPWPB3fDPTYV9fmV61wGfSzpihUvW5vqDCRoWqZ0Sq9NDOZASk0SzLHEBrFDvf28hbvPslAJyUYBZiJ4bZO7KqfaukGhTnMNKRIqzcgSRdBfZ_q0-VvySt_QU-xILbsTO3qA/s400/Ubehandlet_webpix_960509m.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: left;"><br /></div><div class="" style="clear: both; text-align: left;">Now again belly landed in a corn field on August 18th 2013 during an airshow display at Roskilde Airport, Denmark. The pilot was unharmed, and the aircraft sustained only minor damage, including a completely broken propeller:</div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW-Tv3AgBV1I3qAOF-Y-3TJ7GhHh0QGhl9CxTWP9Czv-uUfxviVTpnIjb5ad82I1G9LSLSsNhqgLj3HwRLY5is-cgZuXor8nBgaHf9aoMQ09jT9JB9atLYHg4IYKffZ4dWiraeieBMow/s1600/Ubehandlet_webpix_960510m.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW-Tv3AgBV1I3qAOF-Y-3TJ7GhHh0QGhl9CxTWP9Czv-uUfxviVTpnIjb5ad82I1G9LSLSsNhqgLj3HwRLY5is-cgZuXor8nBgaHf9aoMQ09jT9JB9atLYHg4IYKffZ4dWiraeieBMow/s400/Ubehandlet_webpix_960510m.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><img height="225" src="http://i1.ytimg.com/vi/ECpOWChp_OM/maxresdefault.jpg" width="400" /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><br /></div><br />Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-21896396356738352982013-09-12T17:30:00.000-07:002014-03-13T08:10:24.886-07:00I have been a fan of Kelly Wearstler's for years, but her more recent work has, in its gravitas (quite literally, with all those heavy metals), seemed made more for museums than daily living. Elle Decor's October issue features this home (below) - a collaboration between Wearstler and Cameron Diaz - and it capitalizes on Wearstler's strengths so well, marrying absurdist scale with intimate spaces and soft colors. The living room is classic Wearstler, blending comfort with surprise - and gorgeous walls by de Gournay.<br /><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLnV-HIClA-coS0f6hHA1Mk-Q3IG_kJgeOiBZm0I7ME-fSDIaO24FWHFrKHzmlk6i1aPwIe7oP_u4-LwdknSsmFKG0uZqYrf0VvTJxQmM1O3TvOoEN9j5RZbS-PHfQ38csVFj7Kn0wvRk/s1600/CD-TRENDING-05.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLnV-HIClA-coS0f6hHA1Mk-Q3IG_kJgeOiBZm0I7ME-fSDIaO24FWHFrKHzmlk6i1aPwIe7oP_u4-LwdknSsmFKG0uZqYrf0VvTJxQmM1O3TvOoEN9j5RZbS-PHfQ38csVFj7Kn0wvRk/s640/CD-TRENDING-05.jpg" width="538" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcneB-HWRsk0ELn8zl_XnHcp_szw6tJwJh7HNaDoLDKcxFOaogH0nZdjEelvCNPVhIzxSR7dQ5_Ubimcv5DwGJQVPxLjDoAH-joQhsYyDLCWw71NxBtzQI8u8V0zkuLfl2R-Lde9IULf4/s1600/CD-TRENDING-04.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcneB-HWRsk0ELn8zl_XnHcp_szw6tJwJh7HNaDoLDKcxFOaogH0nZdjEelvCNPVhIzxSR7dQ5_Ubimcv5DwGJQVPxLjDoAH-joQhsYyDLCWw71NxBtzQI8u8V0zkuLfl2R-Lde9IULf4/s640/CD-TRENDING-04.jpg" width="538" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqMl4XbuJuDRB9CV5VRjzYH9Uc5YUcpvbKIJYzuPB_8GJiYHwlk43ZBBVRQjy1ktwbKEubLWnGg8rpYKJt8Gx1DooKIEPx5EP4G356e6UpN3sD5tZR2VOHEOR0Ku0lhyphenhyphen8YGXlujmWYtzY/s1600/CD-TRENDING-07.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqMl4XbuJuDRB9CV5VRjzYH9Uc5YUcpvbKIJYzuPB_8GJiYHwlk43ZBBVRQjy1ktwbKEubLWnGg8rpYKJt8Gx1DooKIEPx5EP4G356e6UpN3sD5tZR2VOHEOR0Ku0lhyphenhyphen8YGXlujmWYtzY/s640/CD-TRENDING-07.jpg" width="538" /></a></div><div style="text-align: center;">/Photos/ Elle Decor, sourced from <a href="http://www.domainehome.com/at-home-with-cameron-diaz/" target="_blank">Domaine Home</a>/</div>Anonymoushttp://www.blogger.com/profile/03586400389033829627noreply@blogger.com0tag:blogger.com,1999:blog-7769985548327352614.post-44703358198478116912013-08-24T14:29:00.000-07:002014-03-13T07:42:47.039-07:00Collection of Awesome Friendship Poems<div dir="ltr" style="text-align: left;" trbidi="on"><div class="separator" style="clear: both; text-align: left;">Use of friendship poems , quotes, pictures and etc are good way to share how you feel and what you think about your friends. You can send these poems to your friends and let them know how special they are to you. These poems will help you to put your words with your feelings that you have for your friends. You must let your friends know about your feelings. Friendship poems can help you to express your feelings about them. Expressing friendship in a good way can put a smile on the face a friend. So express your feelings through these friendship poems that i have collected for you. Here is a collection of awesome friendship poems that you will love. Follow us on Twitter and Facebook and get daily updates.</div><div class="separator" style="clear: both; text-align: center;"><br /></div><div class="separator" style="clear: both; text-align: center;"><a href="http://s1.hubimg.com/u/3649552_f520.jpg" rel="nofollow" target="_blank"><img alt="Friendship Poems" border="0" height="201" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikfTH2AMGs0XdrQpmTl6yDIqfB43SxLCLgNckklbJpAsM-PHVdyMst1b57sDzsBf1C-HkJZ-geBaizHcQmC1xbzaUhthKCpUac6Mk9Q6UpadkWPeJcJIaygfs1m-RKvBQN_mVHHakF_pU/s400/3649552_f520.jpg" title="Friendship Poems" width="400" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="http://files.myopera.com/adekthamrin211569/albums/10551932/Beautiful-Friendship-Poems-Wallpapers2.jpg" rel="nofollow" target="_blank"><img alt="Friendship Poems" border="0" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSNXMVAfH6cKgAMCIj8huz9Dx-8MPkNZlE0gmAdsmRFaKSb0MqdChXQgdHl1CV-tH-csE6PXnvaDxNFhwBWz5J4cxQtAg09gf7qveTJbd8x40Rhpjow0kuNNQmZ0njcPOwPd5FQRAPME0/s400/Beautiful-Friendship-Poems-Wallpapers2.jpg" title="Friendship Poems" width="400" /></a></div><br /><div class="separator" style="clear: both; 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