 | Avro Vulcan XH558 Test Flight 2 - April 14th 2008 http://www.vulcantothesky.com Test Flight 2 takeoff, from Bruntingthorpe to RAF Cottesmore, filmed by the wife of pilot Squadron Leader David Thomas. Co-pilot was Squadron Leader Martin Withers, and AEO Squadron Leader Barry Masefield. Marshalls Aerospace Test Pilot Iain Young was an additional forth crew member. After completing about 80% of the scheduled tests, a technical snag necessitated an earlylanding at Cottesmore. Avro Vulcan XH558 is a national heritage asset - she belongs to everyone in the UK. Please help to keep YOUR aeroplane flying for years to come! |
 | Grand Slam bomb The Grand Slam (Earth Quake bomb), was a very large freefall bomb developed by the British aeronautical engineer Barnes Wallis (who also made the bouncing bomb) in late 1944. At a weight of 9.98 t (22,000 lb) the Grand Slam was almost twice the weight of his previous large bomb, the 5.44 t (12,000 lb) Tallboy. Both weapons were intended for use against large and protected buildings, structures against which smaller bombs would be ineffective. The idea of the earthquake bomb was explored by Barnes Wallis at the very start of World War II but at the time there were no aircraft capable of carrying the 10-ton weapon he envisaged (notwithstanding Wallis's suggestions to build one, a six-engine high-altitude bomber called "Victory"). Wallis returned to his designs in the latter part of the war and the first earthquake bomb he developed was the 5-ton Tallboy. It proved effective in demolishing large structures, including heavily-protected bunkers (it was thus an early "bunker buster"). The reasoning behind the earth penetration bomb is that explosive energy is transmitted more efficiently in a non-compressible medium. Barnes Wallis used the non-compressible nature of water as a factor in the bouncing bombs. The earthquake bomb was designed to penetrate the earth and explode some 30 m down. An explosion carried through the medium of the earth would thus cause damage for a much greater distance than if the bomb were to explode in open air. Wallis also understood that bomb aiming was very poor at the time. The major advantage of the earthquake bomb, therefore, was that it could miss by hundreds of yards and still achieve the desired result. The intention before the war started was to destroy dams, railway bridges and general infrastructure. Thus it is possible that German industry and infrastructure could have been seriously damaged with minimal loss of civilian lives, compared to area bombing. His ideas were not fully understood, appreciated, or even realisable at the time. The design was highly aerodynamic, with a long tail incorporating offset fins, causing it to spin as it fell and stabilizing it, due to the gyroscopic effect, much as the spin imparted by the rifling of a gun barrel increases the accuracy of a bullet. The spin also allowed the bomb to reach supersonic speeds, as the increased stability enabled it to pass through the sound barrier without wobbling or being thrown off-course. The Grand Slam had a much thicker case than typical World War II bombs, so it would survive the impact of hitting a hardened surface. The hardened steel bomb casing was cast in one piece in a sand mould using a concrete core. Torpex was then poured in, bucket by bucket. When filled, the hot molten explosive took a month to cool down and set, greatly limiting production. Like the Tallboy, the rate of production and material and manpower investment in each bomb meant that aircrews were told to land with their unused bombs on board, rather than jettison them into the sea if a sortie was aborted. When dropped from high altitude onto compacted earth, the Grand Slam would penetrate over 40 metres into the ground. The explosion would leave a camouflet (cavern) which would undermine foundations of structures above, causing collapse. This is what happened to the Bielefeld railway viaduct, the first enemy target destroyed by a Grand Slam. The 'B1 (Special)' Lancaster bomber could only carry one at a time and it had to be dropped from 22,000 feet (6700 m) which limited its accuracy. The Grand Slam was first used on March 14, 1945 when the Royal Air Force No. 617 "Dambusters" Squadron, lead by Squadron Leader C.C. Calder, attacked the Bielefeld railway viaduct destroying two spans of the viaduct.[1] The viaduct at Arnsberg was bombed on 15 March 1945 with 2 Grand Slams and 14 Tallboy bombs but they failed to bring the viaduct down. Four days later on 19 March 1945 another attack by No 617 Squadron using 6 Grand Slams was successful and a 12 m (40 ft) gap was blown in the viaduct. Farge is a small port on the Weser River north of Bremen, and was the site of an oil-storage depot and the Valentin submarine pens that were attacked by the RAF on 27 March 1945. The pens had a ferrous concrete roof up to 7 metres (23 feet) thick. Two Grand Slam bombs penetrated parts of the pen with a 4.5 m-thick roof. Grand Slams were also successfully used against the Huuge and Brest submarine pens. By the end of the war 41 Grand Slam bombs had been dropped, mainly against bridges and viaducts. |
 | Enola Gay Drops Atomic Bombs Over Nagasaki And Hiroshima The Bomb Drops: The atomic bombings of Hiroshima and Nagasaki were nuclear attacks during World War II against the Empire of Japan by the United States at the order of U.S. President Harry S. Truman. After six months of intense firebombing of 67 other Japanese cities, the nuclear weapon "Little Boy" was dropped on the city of Hiroshima on Monday[1], August 6, 1945, followed on August 9 by the detonation of the "Fat Man" nuclear bomb over Nagasaki. These are to date the only attacks with nuclear weapons in the history of warfare. The bombs killed as many as 140,000 people in Hiroshima and 80,000 in Nagasaki by the end of 1945,[2] roughly half on the days of the bombings. Since then, thousands more have died from injuries or illness attributed to exposure to radiation released by the bombs.[1] In both cities, the overwhelming majority of the dead were civilians. Six days after the detonation over Nagasaki, on August 15, Japan announced its surrender to the Allied Powers, signing the Instrument of Surrender on September 2, officially ending the Pacific War and therefore World War II. (Germany had signed its Instrument of Surrender on May 7, ending the war in Europe.) The bombings led, in part, to post-war Japan adopting Three Non-Nuclear Principles, forbidding that nation from nuclear armament. "Enola Gay": The Enola Gay (B-29-45-MO, serial number 44-86292 , victor number 82) was assigned to the USAAF's 393d Bombardment Squadron, Heavy, 509th Composite Group. The bomber was one of 15 B-29s with the "Silverplate" modifications necessary to deliver nuclear weapons. Enola Gay was built by the Glenn L. Martin Company at its Omaha, Nebraska, plant at what is now known as Offutt Air Force Base and was personally selected by Colonel Paul W. Tibbets, Jr., commander of the 509th Composite Group, on 9 May 1945 while still on the assembly line. This would be the B-29 that he would use to fly the atomic bomb mission. The aircraft was accepted by the USAAF on 18 May 1945, and assigned to Crew B-9 (Captain Robert A. Lewis, aircraft commander), who flew the bomber from Omaha to the 509th's base at Wendover Army Air Field, Utah on 14 June 1945. Thirteen days later, the aircraft left Wendover for Guam, where it received a bomb bay modification, and flew to Tinian on 6 July. It was originally given the victor number "12," but on 1 August was given the circle R tail markings of the 6th Bomb Group as a security measure and had its victor changed to "82" to avoid misidentification with actual 6th BG aircraft. During July of that year, after the bomber flew eight training missions and two combat missions to drop pumpkin bombs on industrial targets at Kobe and Nagoya, Enola Gay was used on 31 July on a rehearsal flight for the actual mission. A "dummy" Little Boy assembly was dropped off Tinian. On 5 August 1945, during preparation for the first atomic mission, pilot Colonel Paul Tibbets who assumed command of the aircraft, renamed the B-29 after his mother, Enola Gay Tibbets (1893--1983), who, coincidentally, had been named for the heroine of a novel. According to Gordon Thomas and Max Morgan-Witts , regularly assigned aircraft commander Robert Lewis was unhappy to be displaced by Tibbets for this important mission, and became furious when he arrived at the aircraft on the morning of 6 August to see it painted with the now-famous nose art. Tibbets himself, interviewed on Tinian later that day by war correspondents, confessed that he was a bit embarrassed at having attached his mother's name to such a fateful mission. The Hiroshima mission had been described as tactically flawless, and Enola Gay returned safely to its base on Tinian to great fanfare on the base. The first atomic bombing was followed three days later by another B-29 (Bockscar) (piloted by Major Charles W. Sweeney) which dropped a second nuclear weapon, "Fat Man", on Nagasaki. The Nagasaki mission, by contrast, had been described as tactically botched, although the mission had met its objectives. The crew encountered a number of problems in execution, and Bockscar had very little fuel by the time it had landed on Okinawa. On that mission, Enola Gay, flown by Crew B-10 (Capt. George Marquardt, aircraft commander, see Necessary Evil for crew details), was the weather reconnaissance aircraft for Kokura. |
 | RA-5C Vigilante The Vigilante's early service proved troublesome, with many teething problems for its advanced systems. It also arrived in service during a major policy shift in the U.S. Navy's strategic role, which switched to emphasize submarine launched ballistic missiles rather than manned bombers. As a result, in 1963, procurement of the A-5 was ended and the type was converted to the fast reconnaissance role. The first RA-5Cs were delivered to the Replacement Air Group (RAG)/Fleet Replacement Squadron (FRS), Reconnaissance Attack Squadron THREE (RVAH-3) at NAS Sanford, Florida in July 1963, with all Vigilante squadrons subsequently redesignated RVAH. Under the cognizance of Reconnaissance Attack Wing ONE, a total of 10 RA-5C squadrons were ultimately commissioned. RVAH-3 continued to be responsible for the stateside-based RA-5C training mission of both flight crews, maintenance and support personnel, while RVAH-1, RVAH-5, RVAH-6, RVAH-7, RVAH-9, RVAH-11, RVAH-12, RVAH-13 and RVAH-14 routinely deployed aboard Forrestal, Kitty Hawk, Enterprise, America, John F. Kennedy and eventually Nimitz-class aircraft carriers to the Atlantic, Mediterranean and Western Pacific. RA-5C Vigilante, BuNo 156608, from Reconnaissance Attack Squadron 7 (RVAH-7) during what may have been its final flight in 1979. This aircraft is now on permanent display at Naval Support Activity Mid-South (formerly NAS Memphis), TN. RA-5C Vigilante, BuNo 156608, from Reconnaissance Attack Squadron 7 (RVAH-7) during what may have been its final flight in 1979. This aircraft is now on permanent display at Naval Support Activity Mid-South (formerly NAS Memphis), TN. RVAH-11 USS Kitty Hawk 1968 RVAH-11 USS Kitty Hawk 1968 Eight of ten squadrons of RA-5C Vigilantes also saw extensive service in Vietnam starting in August 1964, carrying out hazardous medium-level reconnaissance missions. Although it proved fast and agile, 18 RA-5Cs were lost in combat: 14 to anti-aircraft fire, three to surface-to-air missiles, and one to a MiG-21 during Operation Linebacker II. Nine more were lost in operational accidents while serving with Task Force 77. Due, in part, to these combat losses, 36 additional RA-5C aircraft were built from 19681970 as attrition replacements. In 1968, Congress closed the aircraft's original operating base of NAS Sanford, Florida and transferred the parent wing, Reconnaissance Attack Wing ONE, all subordinate squadrons and all aircraft and personnel to Turner AFB, a Strategic Air Command (SAC) B-52 and KC-135 base in Albany, Georgia. The tenant SAC bomb wing was then deactivated and control of Turner AFB was transferred from the Air Force to the Navy with the installation renamed NAS Albany. In 1974, after barely six years of service as a naval air station, Congress opted to close NAS Albany as part of a post-Vietnam force reduction, transferring all RA-5C units and personnel to NAS Key West, Florida. Despite the Vigilante's useful service, it was expensive and complex to operate and occupied significant amounts of precious flight deck and hangar deck space aboard both conventional and nuclear-powered aircraft carriers. With the end of the Vietnam War, disestablishment of RVAH squadrons began in 1974, with the last Vigilante squadron, RVAH-7, completing its final deployment to the Western Pacific aboard USS Ranger (CV-61) in late 1979. Reconnaissance Attack Wing ONE was subsequently disestablished at NAS Key West, Florida in January 1980. |
 | Jimmy Stewart Bomber Pilot Jimmy Stewart was too modest to recount his war experiences and there is very little material on his tour as bomber pilot. I found this audio clip from 1990 when he spoke at Princeton about his life and briefly about WW2. The entire audio clip can be found at princeton dot edu. Nearly two years before the December 1941 attack on Pearl Harbor, Stewart had become a private pilot and had accumulated over 400 hours of flying time and was considered a highly proficient pilot. Along with musician/composer Hoagy Carmichael, seeing the need for trained war pilots, Stewart teamed with other Hollywood moguls and put their own money into creating a flying school in Glendale, Arizona which they named Thunderbird Field. This airfield trained more than 200,000 pilots during the War, became the origin of the Flying Thunderbirds, and is now the home of Thunderbird School of Global Management. Later in 1940, Stewart was drafted into the Army Air Corps but was rejected due to a weight problem. The USAAC had strict height and weight requirements for new recruits and Stewart was five pounds under the standard. To get up to 148 pounds he sought out the help of Metro-Goldwyn-Mayer's muscle man, Don Loomis, who was legendary for his ability to add or subtract pounds in his studio gymnasium. Stewart subsequently attempted to enlist in the United States Army Air Corps but still came in under the weight requirement although he persuaded the AAF enlistment officer to run new tests, this time passing the weigh-in,with the result that Stewart successfully enlisted in the Army in March 1941. He became the first major American movie star to wear a military uniform in World War II. Since the United States had yet to declare war on Germany and because of the Army's unwillingness to put celebrities on the front, Stewart was held back from combat duty, though he did earn a commission as a Second Lieutenant and completed pilot training. He was later stationed in Albuquerque, NM, becoming an instructor pilot for the B-17 Flying Fortress. For the thirty-six-year-old Stewart, combat duty seemed far away and unreachable, and he had no clear plans for the future. But then a rumor that Stewart would be taken off flying status and assigned to making training films or selling bonds called for his immediate and decisive action, because what he dreaded most was the hope-shattering spector of a dead end." So he appealed to his commander, a pre-war aviator, who understood the situation and reassigned him to a unit going overseas. In August 1943 he was finally assigned to the 445th Bombardment Group in Sioux City, Iowa, first as Operations Officer of the 703rd Bombardment Squadron and then its commander. In December, the 445th Bombardment Group flew its B-24 Liberator bombers to RAF Tibenham, England and immediately began combat operations. While flying missions over Germany, Stewart was promoted to Major. In March 1944, he was transferred as group operations officer to the 453rd Bombardment Group, a new B-24 outfit that had been experiencing difficulties. As a means to inspire his new group, Stewart flew as command pilot in the lead B-24 on numerous missions deep into Nazi-occupied Europe. These missions went uncounted at Stewart's orders. His "official" total is listed as 20 and are limited to those with the 445th. In 1944, he twice received the Distinguished Flying Cross for actions in combat and was awarded the Croix de Guerre. He also received the Air Medal with three oak leaf clusters. In July 1944, after flying 20 combat missions, Stewart was made chief of staff of the 2nd Combat Bombardment Wing of the Eighth Air Force. Before the war ended, he was promoted to colonel, one of only a few Americans to rise from private to colonel in four years. At the beginning of June 1945, Stewart was the presiding officer of the Court-Martial of a pilot and navigator who were charged with dereliction of duty when they accidentally bombed the Swiss city of Zurich the previous March - the first instance of US personnel being tried over an attack on a neutral country. The Court acquitted the accused. Stewart did not often talk of his wartime service, perhaps due to his desire to be seen as a regular soldier doing his duty instead of as a celebrity. He did appear on the TV series, The World At War to discuss the 14 October 1943, bombing mission to Schweinfurt, which was the center of the German ball bearing manufacturing industry. This mission is known in USAF history as Black Thursday due to the incredibly high casualties it sustained; in total 60 aircraft were lost out of 291 dispatched, as the raid consisting entirely of B17s was unescorted all the way to Schweinfurt and back due to the current escort aircraft available lacking the range. Fittingly, he was identified only as "James Stewart, Squadron Commander" in the documentary. |
 | 351st bomb group polebrook england 8th usaaf 1943 351st Bombardment Group (Heavy) On April 15, 1943, the 351st Bomb Group arrived at RAF Polebrook. It was assigned to the 94th Combat Wing, also at Polebrook. The group tail code was a "Triangle J". It's operational squadrons were: 508th Bomb Squadron (YB) 509th Bomb Squadron (RQ) 510th Bomb Squadron (TU) 511th Bomb Squadron (DS) Boeing B-17G-85-BO Flying Fortress, Serial 43-38465 of the 510th Bomb Squadron. This aircraft survived the war and returned to USA on 8 June 1945 Douglas-Long Beach B-17G-30-DL Flying Fortress Serial 43-38116 of the 509th Bomb Squadron.The 351st's first completed combat mission took place on May 14, 1943, when 18 B-17's targeted a German Luftwaffe airfield at Kortrijk, Belgium. As the war progressed, the 351st operated primarily against strategic objectives in Germany, striking such targets as ball-bearing plants at Schweinfurt, communications at Mayen, marshalling yards at Koblenz, a locomotive and tank factory at Hannover, industries at Berlin, bridges at Cologne, an armaments factory at Mannheim, and oil refineries at Hamburg. The group also struck harbor facilities, submarine installations, airfields, V-weapon sites, and power plants in France, Belgium, the Netherlands, and Norway. The 351st Received a Distinguished Unit Citation for performance of 9 October 1943 when an aircraft factory in Germany was accurately bombed in spite of heavy flak and pressing enemy interceptors. It received another DUC for its part in the successful attack of 11 January 1944 on aircraft factories in central Germany. The group participated in the intensive air campaign against the German aircraft industry during Big Week, 20-25 Feb 1944. In addition to its strategic missions, the group often operated in support of ground forces and attacked interdictory targets. Bombed in support of the Battle of Normandy in June 1944 and the St Lo breakthrough in July. The group hit enemy positions to cover the airborne attack on the Netherlands in September 1944. Struck front-line positions, communications, and airfields to help stop the German counteroffensive in the Battle of the Bulge, Dec 1944-Jan 1945. Flew missions in support of Operation Varsity, the airborne assault across the Rhine in March 1945. In 1944 Polebrook also became the headquarters of the 94th Combat Wing, which controlled the 351st, the 457th Bomb Group at RAF Glatton and the 401st Bomb Group at RAF Deenethorpe. The 351st conducted routine 8th Air Force missions from RAF Polebrook until the end of the war. The unit completed 311 combat missions from Polebrook. The 351st lost 175 B-17's and their crews. The gunners in the Group fired off 2,776,028 rounds of ammunition and were credited with destroying 303 enemy aircraft. The 509th Bomb Squadron completed 54 consecutive missions without losses between June 1943 to January 1944. The unit returned to the US soon after V-E Day with the air element leaving May 21 and the ground echelon sailing June 25. Reassigned to Sioux Falls AAF, South Dakota during August 1945. the 391st Bomb Group was inactivated on 28 August 1945. RAF Polebrook was subsequently returned to the RAF on August 28, 1945, and the base was placed on care and maintenance status. [edit] Medal of Honor Two members of the 351st, Lt. Walter E. Truemper and S/Sgt. Archibald Mathies, were posthumously awarded the Medal of Honor. On a mission to Leipzig, Germany, February 20, 1944 their B-17 Ten Horsepower was attacked by German fighters. The co-pilot was killed and pilot Lt. Clarence Nelson was badly wounded. Truemper and Mathies flew the badly damaged B-17 back to England where the remainder of the crew bailed out, then attempted to land the plane to save the life of the unconscious pilot. On their third attempt Ten Horsepower crashed on final approach and all three airmen were killed. Legacy During the Cold War, the United States Air Force Strategic Air Command 351st Strategic Missile Wing stood alert with Minuteman I and later, Minuteman II ICBMs starting in 1963 at Whiteman AFB Missouri. The wing was bestowed the lineage, honors and history of the World War II USAAF 351st Bomb Wing upon activation. The 351st SMW won the SAC missile combat competitions and Blanchard Trophy in 1967, 1971, and 1977. Named as SAC's "best Minuteman wing" in 1972. It stood down from alert and was deactivated in 1995. |
 | Bombs for Germany During the years following the Great War bombs were still thought of as little more than artillery shells dropped from airplanes. In 1937 a new series of bombs was adopted by the RAF which were aerodynamically shaped with tail fins, far more suited to being carried and dropped from aircraft. These came in a variety of 'sizes' from 40 lb bombs to 250 and 500 lb bombs. For the first two years of the war Bomber Command relied heavily on 250 lb and 500 lb GP high explosive bombs. Bombs were classified by their CWR (Charge-to-Weigh-Ratio) the percentage of explosive compared to the gross weight of the weapon. GP (General Purpose) bombs had a CWR of 30-35% meaning that most of the weight of these bombs consisted of metal casing not explosive. When it was realized that the weight of the bomb casing is a necessary evil, something to be reduced as much as possible this led to the development of new weapons such as the 4,000 HC ('Block Buster') which greatly increased the offensive power of RAF's bombers. MC (Medium Capacity) bombs had a CWR of 40-50% while HC (High Capacity) weapons had a CWR of 75-80%, the latter being essentially explosive packed metal drums. Extensive aerodynamic streamlining was dispensed with since these bombs were carried internally. As already mentioned the 4,000 lb 'Block Buster' or 'Cookie' was a very effective weapon in this class and after its introduction rapidly became a mainstay of Bomber Command. GP - General Purpose CWR 30-35% MC - Medium-Capacity CWR 40-50% HC - High-Capacity CWR 75-80% DP - Deep Penetration AP - Armour Piercing SAP - Semi-Armour Piercing HE - High Explosive I - Incendiary SBC - Small Bomb Containers TI - Target Indicator (airborne pyrotechnic stores) PFF - Path Finder Force RP - Rocket Projectile A/S - Anti-Submarine CWR - Charge-to-Weight Ratio Nickels - Propaganda leafets dropped by air. White Bomb - attack with propoganda leafets. Gardening - Code-name for missions laying mines (known as cucumbers) Various Sizes and Types of Bombs 4 lb hexagonal stick magnesium incendiary 30lb incendiary bomb 120lb GP bomb - Standard inter-war bomb, used at start of World War II 40 lb GP/HE bomb 250 lb GP/HE bomb 500 lb GP/HE bomb 500 lb MC bomb 1,000 lb MC bomb 1,900 lb GP/HE bomb 2,000 lb MC bomb 4,000 lb GP/HE bomb 4,000 lb MC bomb 4,000 lb HC bomb 4,000 lb Pink Pansy 4,000 lb Red Spot Fire 8,000 lb HC bomb US M41 20lb Fragmentation bomb US M34 2000lb General Purpose bomb Red Spot Fire - 4,000 lb incendiary bomb used as a target marker SBC - Small Bomb Containers. Each container held 236 x 4-lb or 24 x 30-lb incendiaries. 2,000 lb HE bomb - 7 May 1940 - by Coastal Command Beaufort 2,000 lb HE/SAP bomb - 1/2 July 1940 - Bomber Command dropped Hampden, on Kiel. 4,000 lb HE/HC ('Cookie') 'block buster' bomb - 1 April 1941 - two Wellingtons, against Emden. 8,000 lb HE/HC bomb - 1942 - Halifax first to use weapon operationally. Early September first 8,000 lb bombs became availible. 250 lb TI (Target Indicating) bomb - 16/17 January 1943 - by PFF against Berlin. 12,000 lb HE/HC bomb - 15/16 September 1943 - 617 Squadron, against Dortmund-Ems Canal. 12,000 lb HE/DP ('Tallboy') bomb - 8/9 June 1944 - 617 Squadron, against Saumur Tunnel. 22,000 lb HE/DP ('Grand Slam') bomb - 14 March 1945 - 617 Squadron, against Bielefeld Viaduct. |
 | Code Geass R2 25 Release Details AnimeResult.com Now - The no.1 place to watch your favorite anime online in high quality streaming! Release Date Raw - Sept 14 Sunday 2008 Sub - Sept 15 Monday 2008 Code Geass R2 18 Lelouch Rebellion Summary - With the power disrupted, the Black Knights begin their assault on the Tokyo Settlement. Suzaku threatens to use the F.L.E.I.J.A. bomb, but Lelouch, having completely lost his trust in Suzaku, doesn't believe the bomb exists. Jeremiah and Guilford engage Suzaku, but Gino and Anya join the fray to even the odds. Sayoko frees Kallen while Rolo attempts to locate Nunnally, secretly intending to kill her. Lelouch is captured and nearly killed by Luciano and his Valkyrie Squadron, but is saved when Kallen arrives in the newly upgraded Guren Seiten Eight Elements-Type. Using the new Knightmare's overwhelming speed and power, Kallen kills Luciano and severely cripples the Lancelot. On the verge of death, Suzaku's Geass command activates and compells him to fire the F.L.E.I.J.A. bomb. He misses Kallen and the bomb detonates over the government complex, obliterating a massive section of the settlement. Lelouch has a nervous breakdown when Rolo tells him that Nunnally was killed in the explosion. TAGS Code Geass Lelouch of the Rebellion anime holy empire britannia japan area 11 elevens eleven emperor suzaku C.C. CC Nunnally Kallen Li Xingke knightmare frames english eng sub subs dub dubs high quality episode ep now download youtube myspace megavideo veoh top real best get view see hi def HD website video streaming anime come out get view hq 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 anime animes movie movies animation animated best top popular Lelouch Rebellion Kallen sexy hot boobs downlaod dl hq hd redhead red hair power attack betrayal second decisive battle of Tokyo olympics |
 | Tomcat Twilight Airliner Flight 343 has been hijacked by Arab terrorists. Armed with a chemical bomb, the leader, Nagi Hassan, ultimately intends to wipe out most of the eastern seaboard of the United States. In response, the US government has smuggled a force of commandos onboard the airborne 747 via a specially adapted F-117 called the Remora. But the mission has gone badly wrong when the F-117 is seemingly lost with all onboard. As a result, the US government sends a strike force of F-14 Tomcat fighters to intercept the airliner. If they can't get the plane to divert they have the order to shoot the 747 down along with all of its passengers. Trivia: This was the very last appearance of the famous US Navy squadron, VF-84 The Jolly Rogers, before it was disbanded. |
 | B-52 Crash- The RC Version The crash itself is eerily similar to the "real" one: At 07:30 local time (Pacific Time Zone) on June 24, 1994, at Fairchild Air Force Base, Washington, a USAF B-52H bomber crew stationed at Fairchild prepared to practice an aircraft demonstration flight for an upcoming air show. The crew consisted of pilots Arthur "Bud" Holland (46 years old), Mark McGeehan (38), Robert Wolff (46), and weapon systems officer/radar navigator Ken Huston (41). Holland was the designated command pilot for the flight, with McGeehan as the copilot and Wolff designated as a safety observer. Holland, McGeehan, and Huston were Lieutenant Colonels and Wolff was a Colonel. Holland was the chief of the 92nd Bomb Wing's Standardization and Evaluation branch, McGeehan was the commander of the 325th Bomb Squadron, Wolff was the vice commander of the 92nd Bomb Wing, and Huston was the 325th Bomb Squadron's operations officer.[1] The mission plan for the flight called for a demanding series of low-altitude passes, 60 degree banked turns, a steep climb, and a touch-and-go landing on Fairchild's Runway 23. The flight was also Wolff's "fini flight" — a common tradition in which a retiring USAF aircrew member is met shortly after landing on his or her final flight at the airfield by relatives, friends, and coworkers, and doused with water. Thus, Wolff's wife and many of his close friends were at the airfield to watch the flight and participate in the post-flight ceremony. McGeehan's wife and two youngest sons watched the flight from the backyard of McGeehan's living quarters, located nearby.[2] The B-52 aircraft launched at 13:58 and completed most of the mission's elements without incident. Upon preparing to execute the touch-and-go on Runway 23 at the end of the practice profile, the aircraft was instructed to go-around because a KC-135 aircraft had just landed and was on the runway. Maintaining an altitude of about 250 feet (75 meters) above ground level (AGL), Holland radioed the control tower and asked for permission to execute a 360 degree left turn, which was immediately granted by the tower controller. The B-52 then began the 360 degree left turn around the tower starting from about the midfield point of the runway. Located just behind the tower was an area of restricted airspace, reportedly because of a nuclear weapons storage facility.[3] To avoid flying through the restricted airspace, Holland apparently flew the aircraft in an extremely tight, steeply banked turn while maintaining the low, 250 foot (75 meter) AGL altitude. Approximately three quarters of the way around the turn, at 14:16, the aircraft banked past 90 degrees, descended rapidly, and hit the ground, exploding and killing the four crew members. Although McGeehan attempted to eject, the ejection sequence was interrupted by the crash before he could clear the aircraft. No one on the ground was physically injured. The crash was videotaped and the video was shown repeatedly on news broadcasts throughout the United States. |
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![Don\](images/articles/thumbs/beachrainthumb.jpg "Don\")
