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Listopad 2011 (18)

07.10.2011., petak


Nike air flight concord : Flight 29 down summary.

Nike Air Flight Concord

nike air flight concord

    nike air
  • Nike Air Max is a line of shoes first released by Nike, Inc. in 1987. Since its introduction, Nike has frequently introduced new and updated models in the same product line.

  • Agreement between words in gender, number, case, person, or any other grammatical category that affects the forms of the words

  • capital of the state of New Hampshire; located in south central New Hampshire on the Merrimack river

  • harmonize: go together; "The colors don't harmonize"; "Their ideas concorded"

  • A treaty

  • arrange by concord or agreement; "Concord the conditions for the marriage of the Prince of Wales with a commoner"

  • Agreement or harmony between people or groups

  • Shoot (wildfowl) in flight

  • (in soccer, cricket, etc.) Deliver (a ball) with well-judged trajectory and pace

  • a formation of aircraft in flight

  • shoot a bird in flight

  • an instance of traveling by air; "flying was still an exciting adventure for him"

nike air flight concord - Best of

Best of Concord Years

Best of Concord Years


It's redundant to call any Tito Puente collection 'the best of,' because every time the man picked up a drumstick or mallet, he gave the best he had to offer. The daunting and unenviable task of compiling the best among the dozens of tracks El Rey made for Concord was made easier by dividing this collection between Puente's more danceable pieces and his jazzier arrangements. Disc one's 12 tracks serve up the New York-Puerto Rican soul and Afro-Cuban rhythms--with mambos, merengues, cha chas, and more rhythmic bursts hopping about. Puente's most famous composition, "Oye Como Va," appears in a rousing live version that justifies its status as one of National Public Radio's 100 most influential songs of the 20th century. Disc two showcases the strong soloists and arrangers that have always been jewels in Puente's musical crown. The amazing transformation that the legendary percussionist and his arrangers put on the most identifiable music is concentrated here as songs strongly associated with other artists, such as "On Broadway" (George Benson), "Take Five" (Dave Brubeck), and "Sun Goddess" (Ramsey Lewis) get elevated by Puente's Latin-fire, signature handprints. This is an essential disc for any serious collector of Latin jazz. --Mark A. Ruffin

82% (19)



The Smithsonian's National Air and Space Museum welcomed today (Aug. 6) the sole surviving Boeing S-307 Stratoliner to its new home when the silver pioneering airliner arrived at Washington Dulles International Airport in Virginia for display at the museum's new Steven F. Udvar-Hazy Center. The museum's companion facility, adjacent to the airport, opens to the public Dec. 15.

The luxuriously appointed Stratoliner, built in the late 1930s, was the world's first passenger airplane to be pressurized, allowing it to avoid rough weather by flying at unprecedented altitudes (20,000 feet) for transports of the era.

The airplane has been in the museum's collection since 1972 but because of its size and weight could not be displayed at the museum's flagship building on the National Mall. A team of volunteers and Boeing staff performed extensive restoration work on the airplane in Seattle.

"Visitors to the Udvar-Hazy Center will take one look at this airplane and be transported back to a glamorous age when the world became smaller for the traveler who required speed and luxury," said Gen. J.R. "Jack" Dailey, director of the National Air and Space Museum. "We are indebted to the Boeing restoration team for turning back the clock on this beautiful aircraft."

The Stratoliner arrived in Northern Virginia following an appearance at the Experimental Aircraft Association's annual Fly-In at Oshkosh, Wisc. The airplane flew from Allegheny County Airport near Pittsburgh, where it landed August 5th because of bad weather.

With a wingspan of 107 feet and a cabin nearly 12 feet wide, the Clipper Flying Cloud will be exhibited at ground level in the Udvar-Hazy (pronounced OOD-var HAH-zee) Center aviation hangar.

More than 200 aircraft are ultimately destined for the aviation hangar, which is 10 stories high and the length of three football fields--enough space to hold the museum's building on the National Mall inside with room to spare.

The center will eventually display the 80 percent of the national air and space collection not currently housed at the building on the Mall or on loan to other museums and institutions.

Smaller aircraft at the center will hang at two levels from the aviation hangar's trusses. Rising walkways will allow visitors to see the suspended aircraft up close and give them a sense of soaring.

The Clipper Flying Cloud was delivered to Pan American Airways with two others in 1940. The aircraft carried 33 passengers and a crew of five. The Pan American Airways airplane was reconfigured to seat 45 passengers. Stratoliners included space for berths for overnight travel; paneling in the cabin and lavatory; wall fabric featuring the Pan Am logo, world map and exotic animals; and eight divans.

The Clipper Flying Cloud began service flying Caribbean routes for two years. During World War II, it flew in South America under the direction of the U.S. Army Air Forces. In 1946, it made daily runs between New York and Bermuda. Throughout the next two decades it passed through the hands of several owners, and once served as a presidential plane for the notorious Haitian leader "Papa Doc" Duvalier. After its Haitian sojourn, the Clipper Flying Cloud landed in Arizona.

In 1969, a visiting National Air and Space Museum curator spotted the airplane in Arizona and immediately recognized its historic significance, even while its then-owner planned to convert it into a fire bomber. The Smithsonian subsequently acquired the aircraft and later made arrangements with the Boeing Company for the restoration, dubbed "Operation Flying Cloud," at the Seattle plant where the Stratoliner was originally built.

Boeing technicians and former Pan American employees voluntarily spent six years completely restoring the Stratoliner before it made an emergency landing in Elliott Bay in 2002. Since then, the restoration team has performed additional work so that visitors to the Udvar-Hazy Center will have the opportunity to view the aircraft as it looked the day it rolled off the assembly line more than 60 years ago.

Artifact and exhibit-related deliveries to the center continue on an almost daily basis leading up to the December opening when some 80 aircraft will be in place - more than are currently displayed at the Mall building. Many have been dismantled because of their size and must travel in pieces. Those aircraft are being reassembled in the hangar and moved to their display locations. After the Udvar-Hazy Center opens, deliveries will resume early next year at a slower pace and continue until the facility is full.

The first construction phase of the center also includes the James S. McDonnell Space Hangar, named for the aerospace pioneer; the 164-foot-tall Donald D. Engen Observation Tower, named for the museum's late director; the Claude Moore Education Center, named for the Virginia philanthropist; an IMAX theater; and a food court.

Construction work continues on the Mc



The He-219 has been described as the best night fighter operated in World War II by the German Air Force, the Luftwaffe. It may have been the best night fighter of the war. Only the American Northrop P-61 "Black Widow" shares the He-219's unique status of being designed for night operation. The He-219 was fast, maneuverable, and carried devastating firepower. It was the only piston-engined Luftwaffe night fighter which could meet the fleet British De Havilland "Mosquito" on equal terms. Advanced features included remote-controlled gun turrets, a pressurized cabin, the first steerable nosewheel on an operational German aircraft, and the world's first ejection seats on an operational aircraft.

The He-219 was conceived by Ernst Heinkel in the summer of 1940 as Project P.1060, a private-venture multirole fighter. The design was rejected as too radical by the German Aviation Ministry (RLM), where Heinkel had many enemies. By late 1941, night bombing by the British Royal Air Force (RAF) had reached such serious proportions that the existing Junkers Ju-88 and Messerschmitt Bf-110 night fighters were unable to counter it. At the urging of Maj. Gen. Josef Kammhuber, commander of night fighters, the RLM asked Heinkel to redesign the P.1060 as a radar-equipped night fighter. The Germans first used aerial intercept radar successfully against a British night bomber in early 1942. The clumsy radar antennas, which looked like an array of toasting forks, slowed the Ju-88 night fighter by some 40 kph (25 mph). More speed was needed.

The faster He-219V-1 prototype flew on November 15, 1942, only 11 months after the design request. Following a competition with the Ju-88S night fighter in early 1943, the Luftwaffe ordered 300 He-219s. Production was delayed when RAF raids on Heinkel's Rostock and Vienna-Schwechat factories destroyed nearly all of the drawings in March and April 1943.

A small batch of preproduction He-219A-0s was nevertheless delivered to 1st Squadron, 1st Night Fighter Group (I/NJG-1) at Venlo, The Netherlands, in April 1943. In the first operational mission, on the night of June 11-12, 1943, one of these preproduction aircraft downed five British "Lancaster" bombers. Over the next 10 days, 20 RAF bombers were shot down, including six of the extremely fast "Mosquitoes" (which commonly hit speeds near 650 kph/400 mph). The He-219 was fitted with the combat-tested Telefunken FuG-212 ("FuG" for "funkgerat" or "radio equipment") "Lichenstein" C-1 intercept radar, first used operationally in early 1942. The radar's range was limited to 4-6 km (3-4 mi), and its coverage was only a 70-degree cone facing forward, so the aircraft worked best in an integrated air defense system with ground radars, radio networks, and ground observers pointing out potential targets.

The He-219 was universally popular with its flight and ground crews and was considered a "first-class" aircraft by its British foes. Later versions, like the A-2/R1 in August 1943 (the "R" indicating "Rustsatz", or "field conversion"), had a "Schrage Musik" (Jazz Music) gun installation, with two MK-108 cannon firing obliquely upward from behind the cockpit. This 30 mm cannon was so powerful that three of its explosive rounds were enough to bring down a heavy bomber like the B-17. The oblique installation allowed attacks to be made on bombers from their vulnerable undersides while avoiding defensive gunfire. "Schrage Musik" proved so effective that it became the preferred armament of the night fighter aces.

German night fighters commonly intercepted British bombers by homing in on emissions resulting from security lapses: for instance, identification-friend-or-foe transmitters left on, or navigation and bombing radars radiating continuously. To counter Germany's effective, coordinated use of aerial and surface radars, Britain began using air-dropped metallized chaff (codenamed "Window"). This blinded both ground radars and the first-generation "Lichtenstein" C-1 aerial radar.

Eleven He-219s were built in 1943 and 195 in 1944 at plants in Vienna-Schwechat and Rostock-Marienehe. The Schwechat staffing included some 2,000 prisoners from the concentration camp at Mauthausen. The A-5 was the first major He-219 production version, delayed until March 1944 by various problems. The improved, longer-wavelength Telefunken FuG-220 "Lichtenstein" SN-2 radar was fitted, which was not blinded by chaff. Equipped with a different but still clumsy antenna array, called "Hirschgeweih" or "antlers", this radar provided detection out to 4000 m (3.1 mi). Nevertheless, mid-air collisions with targets at night were still commonplace.

RAF bomber losses on night operations in 1943 had been 3.6 percent, despite the use of chaff and other early electronic warfare techniques like active

nike air flight concord

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