#250 mph +

[mylovelylittleobsessions]

I just spent the last 20 minutes calculating the time & distance from Eregion to Mordor and I blame @baddybaddyadardaddy entirely.

(It’s for the “Adar yoinks Elrond” fic. I’m gonna write it.)

[gender-euphowrya]

y'know oddly enough despite how much ''___ but human'' has been a thing in tumblr history

has there really never been humanized pride flags

[pokemonranch]

Contest Trainers: This is Bella, she is a Purebreed Sylveon who has won three Sinnohan Beauty Championships and only eats pure gold Pokepuffs

Elite Battle Trainers: This Metagross has three different egg moves, moves at 250 mph and I once saw him decimate a small building by bumping into it.

Mono Type trainers: this is oddish his name is cabbage and his breed is green

[carsthatnevermadeitetc]

Bugatti Tourbillon, 2024. The Molsheim-based hypercar maker has revealed their latest model, a V16 hybrid with a total output 1,775hp. The 986hp combustion engine is paired with three e-motors, two at the front and one at the rear, which can provide 37 miles of full electric range. Performance of the V16 hybrid includes 0-100 km/h (62 mph) in 2.0 seconds, the ability to reach 400km/h (248mph) in "less that 25 seconds" and a top speed of 445 km/h (277 mph) with the "speed key" engaged. A tourbillon is a device invented in 1801 that is still added to high-end timepieces to increase accuracy. Unusally the five-dial gauge instrument cluster is almost entirely analogue and is made by Swiss watchmaker. Production will be limited to 250 units that will cost from €3.8 m ($4.1 m) each.

[wheelsgoroundincircles]

1963 Ferrari 250 GTO

1963 Ferrari 250 GTO Driven by Nick Mason : “When I paid £35,000 for the 250 GTO in 1977, I felt stupid to be spending so much — I didn’t think it would be worth £30m in 2016.” This is how Pink Floyd drummer commented on how his wise purchase might sound “silly” back in the late 70s. Furthermore, in 2018 the Ferrari 250 GTO became the most expensive car in the world, with a sold price of $70 million. This far outshines the most expensive Mustang in the world, a 1968 Ford Mustang Shelby GT350R driven by Grand National British racer Ken Miles when he won his SCCA race in 1965. The 250 GTO was intended as a Group 3 GT racer, with only 36 units produced. It has a 2,953-cc V12 engine putting out 296 hp at 7,500 rpm and 217 lb-ft of torque at 5,500 rpm. With such engine specs and its light curb weight of 2,000-lb, it could go from 0 to 60 mph in 5.4 seconds and reach the top speed of 174 mph.

[amtrak-official]

Hi, so I'm french, and I was trying to explain AMTRAK to my grandmother. She was shocked when I showed her the national map. She couldn't comprehend how this counted as a national system: "There are entire states without trains !"

France's train lines for contrast

(I get that we are smaller, but there was also a real choice by Napoleon the third to link the whole country)

I guess what I'm trying to say is : trains are cool, they get you places !

(Also, is it true you guys don't have high-speed rail ?)

I agree trains are cool, Amtrak is so small because it hasn't been well funded historically, but we are expected to expand significantly over the next decade, and the whole the US doesn't have High-speed rail thing is a myth, there is 1 High-speed rail line which reaches 155 mph or 250 kmph

[bethanythebogwitch]

Wet Beast Wednesday: leatherback sea turtle

When most people think of big turtles they think of the giant tortoises of the Galapagos. Those may be the biggest land turtles., but in the water, life can get bigger. Much like how whales get bigger than any land mammal, the viscous and buoyant properties of water helping counteract gravity lets sea turtles get bigger than their land counterparts. This Wet Beast Wednesday I'm discussing the largest of all turtles, the mighty leatherback.

(Image: a leatherback sea turtle swimming just below the ocean's surface. It is a very large turtle with ridges running down its shell and its front and hind legs modified into large, paddle-like flippers. It is dark gray all over, with white spots. End ID)

Leatherback sea turtles (Dermochelys coriacea) is not only the largest turtle, it's the heaviest of all living reptiles that aren't crocodilians. Adults average 1.8-2.2 m (6-7.2 ft) in length and 250-700 kg (550-1,540) lbs, with some variation in size based on region. Leatherbacks are the only living members of the family Dermochelyidae while the other 6 living species are all in the family Cheloniidae. This gives leatherbacks multiple anatomical differences from other sea turtles. One of these differences gives the leatherbacks their common names. Instead of a bony shell made of scutes, their shells are made of thick, oily and leathery skin that is embedded with small bony growths called osteoderms. The thick skin and osteoderms provide protection and allow pressure to distribute across the shell, making the shells highly resistant to being bitten trhough and highly resistant to cracking. Seven prominent ridges run down the length of the shell. The shape of the shell makes leatherbacks the most hydrodynamic of all sea turtles. The shell's shape and structure provides it with a high resistance to pressure, useful as leatherbacks dive deeper than any other sea turtle.

(Image: a leatherback sea turtle seen from the front with its mouth open. The head has a beak instead of teeth and the interior of the mouth is fleshy and pink. End ID)

Leatherback sea turtles are powerful swimmers. Their powerful front flipper provide propulsion while the rear flippers are used for steering. The flippers can grow up to 2.7 m (8.9 ft) long, making them the largest of all sea turtles both in overall size and in relation to body size. Those flippers make the leatherback the fastest non-bird reptile, able to reach 35.3 km/h (21.9 mph), though they usually swim much slower. Of all the reptiles to be the fastest, I would never have guessed it would be a turtle. Leatherback beaks are fragile and not suited for biting through anything but soft-bodied animals, so they swallow most of their food whole. The throat is lined with backwards-facing spines that prevent prey from swimming back up the throat. While leatherbacks have scaly hides like other reptiles, they are the only reptile whose scales do not contain the structural protein beta-keratin.

(Image: the mouth of a leatherback being held open to reveal the interior. It is pink and fleshy and lined with backwards-pointing spikes. End ID)

Unlike most (non-bird) reptiles, leatherbacks maintain a core body temperature higher than the surrounding environment. It was formerly believed that this endothermy was established through an increased metabolism, though more recent measurements have establised that leatherbacks do not have a metabolic rate much higher than would be expected for a turtle of their size. It is now thought that body heat is maintained through heavy muscle activity. Leatherbacks are almost always actively swimming and spend at little as 0.1% of their day resting. By constantly swimming, their muscles generate heat. This body heat is then retained through a countercurrent heat exchange system that warms blood before it reaches the core and a thick layer of fat, allowing leatherbacks to inhabit water much colder than any other sea turtle.

(Image: a leatherback sea turtle on the beach, presumably a mother laying eggs. Multiple children are watching it and an adult is roping off the area around it to keep it safe. End ID)

Leatherback sea turtles are found worldwide and have the largest range of any turtle. Thanks to their high body heat, leatherbacks can live in waters as far north as Alaska and as far south as Aotearoa/New Zealand. Scientists have observed three genetically distinct populations, one in the Atlantic ocean and one each in the east and west Pacific Ocean. In addition, there are two other proposed populations, one in the Indian Ocean that is understudied and one in the South China Sea that is nearing extinction. They spend most of their lives in the open ocean, hunting prey. The primary prey of the leatherback sea turtle is jellyfish and they have to eat a lot of them to maintain their size. Other food sources include siphonophores, salps and pyrosomes, small fish, small crustaceans, and seagrass and seaweed. Leatherbacks play an important role in their environments by keeping jellyfish populations under control. Excessive jellyfish can overfeed on the plankton population, removing food sources for small animals and killing larval fish. A lot of jellyfish follow diel vertical migration; moving to deep water during the day and shallow water at night. Leatherbacks are adapted to follow their food and are among the deepest diving of all air-breathing marine animals, having been observed diving over 1,000 m (3281 ft) deep. Only sperm whales and beaked whales are known to dive deeper. Their high body temperature and shell structure allows leatherbacks to survive the frigid temperature and immense pressure of the deep sea. Dives can last up to 70 minutes, though most last from 3 - 8 minutes.

(Image: a leatherback sea turtle underwater, aiming downwards. End ID)

Leatherbacks migrate vast distances between their cold feeding grounds and the warm, tropical waters where they mate. Females may release pheromones into the water to attract males. Once a male find a female, he will attempt to woo her through head and flipper movements, nuzzling, and biting. When the female accepts, the two mate while in the water and then depart. Females must haul out of the water and onto shore to lay their eggs. Like other sea turtles, they tend to return to the beach of their birth, though they may also choose nearby beaches. Their preferred beaches have soft sand and a low angle of entry that face deep water. They also prefer beaches that have forests or dunes on the edge. Females lay eggs at night to avoid predators and overheating, but they have poor night vision. Thus, they prefer the forests and dunes to give a clear distinction between the moonlit ocean and the darkness at the edge of the beach. That way they can find they way onto shore by following the shadows and back to sea by following the light. Eggs must be laid above the high tide line and are buried in the sand. Females will mate multiple times each mating season and can lay a new clutch of eggs for each mating. An average clutch has 110 eggs, half of which will hatch. Eggs hatch in 60-70 days and the temperature of the sand around them determines whether the young will develop into males or females. In addition, eggs laid in colder sand usually develop into larger and more robust juveniles. Eggs hatch in groups during night and the hatchlings will follow moonlight reflected off of the water to find the ocean. During the trip to the water, many hatchlings will be lost to predation by opportunistic land predators and seabirds. Those who reach the water have a chance at survival, but are still preyed upon by squid, large fish, and sharks. Only a very few hatchlings will live long enough to reach adulthood.

(Image: a leatherback laying eggs. She has dug out a pit behind her and is releasing small, spherical, white eggs into it. End ID)

Leatherback sea turtles are classified as vulnerable to extinction by the IUCN, with some populations being more endangered than others. In particular, the east Pacific, west Pacific, southwest Indian, and southwest Atlantic subpopulations are listed as critically endangered, with the rest being either endangered or data deficient. Human activity is a major threat to the turtles. Leatherbacks can be caught as bycatch in nets or lines, leading to drowning and they are too large for some turtle safety mechanisms (like escape hatches on nets) to work. Pollution is also a major problem as floating plastic bags can be mistaken for jellyfish and swallowed. These bags can then obstruct the digestive system, ultimately killing the turtle. Another major problem is light pollution. Because hatchlings follow the brightest lights to reach the ocean, they can end up following artificial light instead of moonlight and end up moving away from the ocean instead of toward it. While adults are rarely caught for food, eggs are heavily harvested in southeast Asia and the Caribbean, where they are seen as delicacies or medicinal. It has been suggested that the population collapse in the South China Sea is largely due to overharvesting eggs for use in cuisine. Multiple countries around the world have given the turtles legal protection and local government and private agencies are aiding in turtle conservation through methods like helping juveniles reach the sea, artificial incubation of eggs, and raising awareness through ecotourism.

(Image: a hatchling leatherback. It is a miniature version of an adult and is climbing over other eggs, many of which are in the process of hatching. End ID)

[autooptic]

1938 Mercedes-Benz W154

In September 1936, the AIACR (Association Internationale des Automobile Clubs Reconnus), the governing body of motor racing, set the new Grand Prix regulations effective from 1938. Key stipulations included a maximum engine displacement of three liters for supercharged engines and 4.5 liters for naturally aspirated engines, with a minimum car weight ranging from 400 to 850 kilograms, depending on engine size.

By the end of the 1937 season, Mercedes-Benz engineers were already hard at work developing the new W154, exploring various ideas, including a naturally aspirated engine with a W24 configuration, a rear-mounted engine, direct fuel injection, and fully streamlined bodies. Ultimately, due to heat management considerations, they opted for an in-house developed 60-degree V12 engine designed by Albert Heess. This engine mirrored the displacement characteristics of the 1924 supercharged two-liter M 2 L 8 engine, with each of its 12 cylinders displacing 250 cc. Using glycol as a coolant allowed temperatures to reach up to 125°C. The engine featured four overhead camshafts operating 48 valves via forked rocker arms, with three cylinders combined under welded coolant jackets, and non-removable heads. It had a high-capacity lubrication system, circulating 100 liters of oil per minute, and initially utilized two single-stage superchargers, later replaced by a more efficient two-stage supercharger in 1939.

The first prototype engine ran on the test bench in January 1938, and by February 7, it had achieved a nearly trouble-free test run, producing 427 hp (314 kW) at 8,000 rpm. During the first half of the season, drivers such as Caracciola, Lang, von Brauchitsch, and Seaman had access to 430 hp (316 kW), which later increased to over 468 hp (344 kW). At the Reims circuit, Hermann Lang's W154 was equipped with the most powerful version, delivering 474 hp (349 kW) and reaching 283 km/h (176 mph) on the straights. Notably, the W154 was the first Mercedes-Benz racing car to feature a five-speed gearbox.

Max Wagner, tasked with designing the suspension, had an easier job than his counterparts working on the engine. He retained much of the advanced chassis architecture from the previous year's W125 but enhanced the torsional rigidity of the frame by 30 percent. The V12 engine was mounted low and at an angle, with the carburetor air intakes extending through the expanded radiator grille.

The driver sat to the right of the propeller shaft, and the W154's sleek body sat close to the ground, lower than the tops of its tires. This design gave the car a dynamic appearance and a low center of gravity. Both Manfred von Brauchitsch and Richard Seaman, whose technical insights were highly valued by Chief Engineer Rudolf Uhlenhaut, praised the car's excellent handling.

The W154 became the most successful Silver Arrow of its era. Rudolf Caracciola secured the 1938 European Championship title (as the World Championship did not yet exist), and the W154 won three of the four Grand Prix races that counted towards the championship.

To ensure proper weight distribution, a saddle tank was installed above the driver's legs. In 1939, the addition of a two-stage supercharger boosted the V12 engine, now named the M163, to 483 hp (355 kW) at 7,800 rpm. Despite the AIACR's efforts to curb the speed of Grand Prix cars, the new three-liter formula cars matched the lap times of the 1937 750-kg formula cars, demonstrating that their attempt was largely unsuccessful. Over the winter of 1938-39, the W154 saw several refinements, including a higher cowl line around the cockpit for improved driver safety and a small, streamlined instrument panel mounted to the saddle tank. As per Uhlenhaut’s philosophy, only essential information was displayed, centered around a large tachometer flanked by water and oil temperature gauges, ensuring the driver wasn't overwhelmed by unnecessary data.

[whencyclopedia]

Heinkel He 111

The Heinkel He 111 was a medium two-engined bomber plane used by the German Air Force (Luftwaffe) during the Second World War (1939-45). Heinkel He 111s contributed significantly to such campaigns as the Battle of France, the Battle of Britain, and the London Blitz, but were increasingly replaced from 1941 by the more modern and faster Junkers Ju 88.

Early Designs

The He 111 was first imagined as a civil airliner for Lufthansa, but when the Nazis came to power in Germany in 1933, production turned more openly towards machines of war. The Treaty of Versailles after the First World War (1914-18) had strictly forbidden Germany from possessing a military air force, but the German leader Adolf Hitler (1889-1945) went ahead and formed several secret squadrons anyway. Another way around the restriction was to build civilian craft that could easily be converted into bombers; the He 111 fell into this latter category.

Designed by Siegfried and Walter Günter and based on their earlier He 70 model, the He 111 bomber was manufactured by Heinkel, an aviation company founded and run by Ernest Heinkel (1888-1958). Heinkel had extensive experience with military aircraft, having built planes for the German Navy and the Austro-Hungarian army in the First World War. After much debate between the German high command and Hitler, the Luftwaffe bomber command (Kampfwaffe) was obliged to adopt the position that bombers should primarily be used strategically to assist ground troops. This meant that unlike, say, the British Royal Air Force, the Luftwaffe concentrated not on heavy bombers but building squadrons of more versatile medium bombers. The He 111 was the result of this thinking, that is, an aircraft with multiple tactical uses, but one not capable of carrying very heavy bomb loads that could deliver a significant blow to ground targets. The He 111 was hampered, too, by its short range as the theatre of war expanded and Germany sought to bomb Britain.

The first He 111 prototype model was flown in February 1935 at the Heinkel works at Rostock-Marienehe (now Rostock). Design tweaks included shortening the wings and improving stability. At this stage, the aircraft were powered by BMW engines. By 1936, Lufthansa was flying a number of He 111s as airliners and transport planes. The aircraft achieved the title of 'the world's fastest passenger plane' when a top speed of 250 mph (402 km/h) was recorded.

Meanwhile, military versions were being built, which had a slightly longer nose and machine-gun armaments. The bomber version was not powerful enough for requirements, though, and the BMW engines were replaced with Daimler-Benz engines (later models replaced these again, this time with Junkers Jumos). By 1937, and thanks to a large ministerial order, Heinkel built a dedicated factory for He 111s at Oranienburg close to Berlin. Further developments followed such as increasing the fuel capacity and making the tanks self-sealing, increasing the armour protection, making a straighter wing so that factory production was more efficient, moving the forward gunner a little to the side to give the pilot better visibility, and giving more transparency to the cockpit area and nose section, a distinctive feature of the He 111.

Heinkel He 111s were first used in action by German forces participating in the Spanish Civil War (1936-9) in the Legion Condor units and then throughout the Second World War by the Luftwaffe. Other air forces which used He 111s included the Chinese, Hungarian, Romanian, Slovakian, Spanish, and Turkish.

Continue reading...

[usafphantom2]

Enclosures To Defend F-15Es From Drone Attacks Eyed At Seymour Johnson AFB

Joseph TrevithickPUBLISHED May 30, 2024 5:02 PM EDT

Officials at Seymour Johnson Air Force Base in North Carolina are looking into the possibility of erecting physical barriers to protect F-15E Strike Eagles there from drones.

USAF

Officials at Seymour Johnson Air Force Base in North Carolina are looking into the possibility of setting up physical barriers to help protect F-15E Strike Eagles there from being attacked by small drones. The anti-drone barricade idea underscores the danger that drones present right now to U.S. military facilities and critical civil infrastructure domestically, as well as to American forces overseas. It also speaks to how the U.S. military is still lagging in efforts to address these still-growing threats at home and abroad, as well as continued legal, regulatory, and other challenges.

The U.S. Air Force's 4th Contracting Squadron, part of the 4th Fighter Wing at Seymour Johnson, put out its request for information (RFI) about potential options for "Counter Small Unmanned Aerial System Barrier" yesterday. The facility in North Carolina is one of two bases in the United States that host operational F-15E Strike Eagle squadrons. F-15Es are some of the Air Force's most in-demand tactical combat jets. In April, forward-deployed Strike Eagles, including from Seymour Johnson's 335th Fighter Squadron, played out an outsized role in defending Israel from incoming Iranian threats by downing more than 70 drones.

F-15Es on the flight line at Seymour Johnson Air Force Base in 2022. USAF

"Problem Statement: Small Unmanned Aerial Systems (s-UAS) disrupt airfield operations and agencies have limited response capabilities due to restrictions on counter measures posed by the Federal Aviation Administration (Section 130i, Title 10, USC)," the notice says. We will come back to that latter point.

"The requirement: Build a passive barrier that will prevent a Group 1 or Group 2 sUAS from making physical contact with an F-15E Strike Eagle using commercial off the shelf material," it adds.

The U.S. military breaks uncrewed aircraft systems (UAS) down into five groups based on maximum weight, operating altitude, and top speed. Group 1 includes drones with weights up to 20 pounds, that can fly up to 1,200 feet, and can reach speeds of up to 100 knots. Group 2 is the next tier up covering uncrewed aerial vehicles that weigh between 21 and 55 pounds, can get up to 3,500 feet, and hit top speeds of up to 250 knots.

The requirements for the proposed anti-drone barriers at Seymour Johnson include that it "needs the strength to stop [a] 55lb drone traveling at 125 mph [nearly 109 knots]" and that "any space/gaps in material or design should not exceed six inches."

How exactly the barriers might be emplaced is not entirely clear, but mention is made of existing flight line shelters with simple canvas covers, suggesting that this would be add-on protection for those structures.

A look at the kind of open canvas-topped shelters in use on the flight line at Seymour Johnson now (seen here after a snowstorm in 2022). USAF

The "weight of material should be kept to a minimum to reduce structural load and facilitate rapid open/closing," the RFI does note, adding that whatever the barriers are made of needs to be flame retardant. The "system [also] needs to be tightly secured in both open and closed positions."

Whether or not any specific drone incidents at Seymour Johnson have prompted this barrier requirement is unknown and The War Zone has reached out for more information.

What is known is that drone incursions over or near U.S. military bases and training ranges, as well as critical civilian infrastructure, across the United States (including its outlying territories) have been an increasingly serious issue for years now, as The War Zone regularly reports. Just in March, we were the first to reveal that Langley Air Force Base in Virginia had been swarmed by drones for weeks last year. Those incidents prompted a major whole-of-government response, which you can read more about here.

Though many such drone-related incidents to date have appeared to be innocuous, they reflect very real potential threats that are only expected to grow in size and scope going forward. The barrier to entry to employing small drones, as well as weaponizing them to differing degrees, is also very low. The conflict in Ukraine has forced this reality fully into the mainstream consciousness, especially through the use on both sides of highly maneuverable first-person view (FPV) kamikaze drones. These are exactly the kinds of threats officials at Seymour Johnson now look to be seeking to address in part through physical barriers – which is also one of the many anti-drone countermeasures that have already emerged in Ukraine.

At the same time, it is important to stress again that these threats are not new or unknown to the U.S. military, and they are rapidly growing in frequency and sophistication.

"One day last week I had two small UASs that were interfering with operations... At one base, the gate guard watched one fly over the top of the gate check, tracked it while it flew over the flight line for a little while, and then flew back out and left," now-retired Air Force Gen. James "Mike" Holmes, then head of Air Combat Command (ACC), said back in 2017.

“Imagine a world where somebody flies a couple hundred of those and flies one down the intake of my F-22s with just a small weapon on it," Holmes added at the time.

As we noted at the time, jets just sitting idle and exposed on the flight line would be even easier targets for drones. In this way, an adversary could potentially knock out large numbers of aircraft on the ground, even in the United States using commercially available technology, before they ever have a chance to get in the fight.

Four years later, AFWERX, an internal Air Force technology incubator, put out a broad call for proposals for ways to defend the service's bases at home and abroad from drones. As the new contracting notice from Seymour Johson Air Force Base shows, the U.S. military continues to be very much playing catch-up to addressing these now well-established threats.

Another look at an F-15E under an open shelter at Seymour Johnson Air Force Base. USAF

“You can only report what you see, and so that’s part of the challenge,” a senior U.S. defense official told reporters at the Pentagon just earlier this month when asked about drone threats to domestic facilities, according to Air & Space Forces Magazine. "But I’d say that’s usually two or three a week, total across the U.S. And it’s never primarily in one part of the country or another."

Part of the issue, at least domestically, continues to be the morass of overlapping authorities, as well as competing legal and regulatory requirements. Back in 2017, Gen. Holmes noted that "I have no authority given to me by the government to deal with that [drone incursions]."

Even in 2017, efforts were being made to try to expand the authorities available to base commanders in the United States to respond to potentially hostile drones. The U.S. government has made additional domestic counter-drone policy changes since then.

However, as the new contracting notice from Seymour Johnson Air Force Base makes clear, there continue to be hurdles to taking more proactive measures to address drone threats.

Section 130i, Title 10, as cited in the Seymour Johnson anti-drone barrier RFI, does provide authority for "action" to be taken to include measures to "disrupt control of the unmanned aircraft system or unmanned aircraft, without prior consent, including by disabling the unmanned aircraft system or unmanned aircraft by intercepting, interfering, or causing interference with wire, oral, electronic, or radio communications used to control the unmanned aircraft system or unmanned aircraft" and the "use reasonable force to disable, damage, or destroy the unmanned aircraft system or unmanned aircraft."

Air Force security personnel train with 'guns' designed to jam the link between a drone and its controller at Joint Base McGuire-Dix-Lakehurst in New Jersey. USAF

However, the statute also stipulates that "the Secretary of Defense shall coordinate with the Secretary of Transportation and the Administrator of the Federal Aviation Administration before issuing any guidance or otherwise implementing this section if such guidance or implementation might affect aviation safety, civilian aviation and aerospace operations, aircraft airworthiness, or the use of airspace."

The FAA continues to impose significant limitations on the use of active anti-drone countermeasures in many domestic contexts. The War Zone has also highlighted in the past how obtuse and convoluted the existing mechanisms are for securing authorization to take action against uncrewed aerial threats within the United States can be, and that situation does not look to have improved substantially in recent years.

"The first problem is that our nation lacks adequate drone detection capability. We still rely on the early warning radars that served us so well during the Cold War," Senators Jack Reed and Roger Wicker, wrote in a joint op-ed in the Washington Post in April. "Today, though, they are unable to detect, identify and track small aircraft at both high and low altitudes. Inside the United States, we can hardly track anything other than commercial aircraft. Almost none of our domestic military bases have the sensors to identify small drones."

It's worth noting here that the filter ‘gates’ on various air defense radars in North America were altered in February 2023, which immediately resulted in the tracking of a large amount of additional aerial activity. The radar changes followed a Chinese spy balloon intruding into U.S. airspace and soaring across the country over a period of days before being shot down over the Atlantic Ocean off the coast of South Carolina. Within a week, U.S. fighters had brought down three more still-unidentified objects flying in U.S. and Canadian airspace, as you can read more about here. Members of the Senate subsequently demanded a review of the U.S.-Canadian North American Aerospace Defense Command's (NORAD) “aerospace warning and control mission and procedures."

An unclassified map showing various NORAD air defense nodes in the contiguous United States, including certain early warning radar sites. DOD

"If we fixed our tracking problem, though, a second issue would arise. U.S. agencies lack clear lines of authority about which agency is responsible for stopping these incursions. Instead, a dizzying maze of overlapping jurisdictions and inflexible bureaucracies confuses, rather than clarifies, crisis response," Senators Reed and Wicker, a Democrat from Rhode Island and Republican from Mississippi, respectively, who are also the top members of the Senate Armed Services Committee, continued in their recent op-ed. "Government officials from an alphabet soup of agencies – Defense Department, Justice Department, Department of Homeland Security, Federal Aviation Administration – spend hours if not days simply discussing who can take action when a UAS is identified. Too often, low-altitude incursions are treated as a law enforcement matter instead of as a national security issue."

Whether Seymour Johnson ultimately gets anti-drone barriers or not remains to be seen. If these added defensive measures are implemented there, they could quickly become commonplace at other bases.

Regardless, the new contracting notice underscores the U.S. military's ongoing efforts to respond to the now well-established threat posed by uncrewed aerial systems, and its continued struggle in doing so.

Contact the author: Tyler@twz.com

@thewarzonewire via X

[carsthatnevermadeitetc]

Ferrari 296 Challenge, 2023. The 9th model in the Ferrari Challenge series has been revealed. Based on the 296 GTB, aerodynamic modifications including the massive rear wing add up to more than 870 kg (1,918 lbs) of downforce at 250 km/h (155 mph). The car uses the GTB's 120ºC 3.0 V6 powertrain minus the electric motors, tuned to produce 690 hp. The new race car will make its official debut on the eve of the Finali Mondiali at the Mugello Circuit between October 24 and 30. 

[wheelsgoroundincircles]

NASCAR Pantera ‐ First To 300

A reporter sat in a late-night cafe, sipping coffee and attempting to calm his nerves after a high-speed ride with Gary and his Pantera. The deafening roar of the V-8 engine still echoed in his mind, and his hands shook as he held his cup. It was as if he had just escaped from the clutches of the devil himself. Tragically, a few minutes later the devil caught up with Garry Mitsunaga and his red Pantera!

For students of Japanese car culture, the Mitsunaga Pantera that graced the cover of Option Magazine is a significant page of Asian tuning lore, as it was the first street-legal vehicle to achieve a recorded speed of 300 km/h in Japan.

Actual speed was 307.69 km/h on the infamous Yatabe Test Circuit in November 1981, making it the most legendary Pantera in all of Japan. Figuring Yatabe was too dangerous for civilian drivers, and wanting to take the human element of unpredictability out of things, driving duties at this event were performed by professional racer Kunimitsu Takahashi, who is considered the father of drifting.

Yatabe was the preeminent destination for high-speed testing in Japan from the 1960s to the 1990s. However, it was closed two decades ago due to a tragic accident involving Masa Saito, the editor of the tuning magazine Option. After the accident manufacturers started shifting towards more contemporary testing facilities.

Prior to the Porsche-vs-Skyline dreams of the 1990s, the streets of Japan were ruled by the infamous Midnight Club running Pantera's, Firebirds and American V-8s. For those unaware of the Pantera, it is an Italian-American sportscar with a Ford 351 Cleveland engine and were sold in the early 70's through Lincoln Mercury dealerships.

Leading up to November 1981, top speeds were achieved by vehicles such as the S30 Fairlady, tuned by SS Kubo, which reached a maximum speed of 257.60km/h. The fastest imported car, surprisingly, was the Trust Firebird Trans-Am, which recorded a top speed of 264.71km/h. So when the Pantera eclipsing the 300km/h mark it was a huge leap forward and a landmark achievement, becoming the benchmark for all the street racers and tuners to beat.

Mitsunaga was not entirely content. Only a speed above 320 km/h (200 mph) would suffice. It is said that Takahashi advised him against driving the Pantera outside of a racetrack. Mitsunaga disregarded the warning.

Just before the accident, he was transporting a journalist down a 38 kilometer (24 mile) stretch of the Tomei Expressway. With a recorded time of 6 minutes and 20 seconds he averaged 250 KM/H ( ~160 MPH).

Not long after dropping off that rattled journalist, he supposedly totaled his Pantera while avoiding a taxi. They meet their end at approximately 1:40 a.m. on November 28, 1981. Tragically, Mitsunaga died in the accident, instantly.

At the moment of his death, Garry Allan Mitsunaga was already a legend in the Japanese dragstrip and top-speed racing scene. He was an American, born in Hawaii and employed by the Harman Kardon audio group. The company sent him to Tokyo in 1975 to work for one of its Japanese divisions, in sales.

Upon his passing, he was revered as a patron saint of street racing, inspiring countless individuals to pursue ever-greater velocities. Despite his non-Japanese origin, he was a hero to the local community, and his legacy lived on through the Mitsunaga Pantera, a symbol of both the thrill and the peril of this high-octane pursuit. Although the whereabouts of the Pantera are unknown, its engine showed up for sale in 1995.

NASCAR

Mitsunaga's Pantera, was tuned by Masaru Hosoki from ABR, one of Japans most famous tuners. It also featuring a 600hp engine built by Mario Rossi, an American NASCAR mechanic and crew chief for the likes of Bobby Allison and Glenn “Fireball” Roberts. Rossi was also the guy that built the only Dodge Daytona to compete during the 1971 season. It's only race was finishing 7th at the Daytona 500 with a de-stroked Plymouth 340 TA engine to meet the new 305ci engine displacement mandate for the five Ford & Chrysler aero cars during the 1971 NASCAR season.

Rossi has been embroiled in controversy since his involvement in the $300 million drug smuggling scandal that shook NASCAR in 1982. Four days after the 1982 Daytona 500 in Florida, authorities arrested 66 people, including several associated with NASCAR teams, on what has been labeled “Black Thursday.” Among those implicated in the scheme that authorities believe grossed $300 million were owner Billie Harvey and driver Gary Balough from the team on which Rossi was working as a mechanic. Rossi’s role (if any) in the drug operation is unclear – though his own daughter implicates him.

Rossi's whereabouts have been a mystery since his disappearance, with some believing him to be in the witness protection program in the United States. Despite claims of his death in a plane crash off the Bahamas in 1983, the insurance company asserts that the plane in question has been sold multiple times without any recorded accidents.

What’s legend and what’s fact we are unlikely to ever know for certain. What we do know, however, is that Garry Mitsunaga and his Pantera dared to dance with the devil in the witching hour.

[your-resident-boat-person]

bro im going to see the united states in like two days im so glad the court stuff is taking a while i was so nervous lol

Omg, the pier she's docked at just got in trouble for trying to sell her for scrap behind the Conservancys back

Out of the thousands and thousands of ocean liners that were ever built, 14 remain. The SS United States is one of them, and an important one at that. Despite being constructed in 1951, she still holds the speed record to this day. With a top recorded speed of 38.32 knots (70.97 km/h; 44.10 mph) and a theoretical top speed of 42 knots, she was 1 nearly 10 knots faster than second place, the RMS Queen Mary. For reference, Titanic had a top speed of 22 knots, was 108 feet shorter than the SS United States, and 10,000 gross registered tons smaller. Going at 35.59 knots, she could cross the Atlantic in 3 days, 10 hours, and 40 minutes. It's such a shame that one of mankinds greatest creations isn't being cherished like the work of art she is. Up until recently, a tour required a $1,000 donation. It was recently lowered to $250. If anyone is interested in donating:

If you're interested in a tour, send an email to info@ssusc.org

(Her designer, William Francis Gibbs, looking on at his greatest creation)

[transgenderer]

The Goodyear Inflatoplane was an inflatable experimental aircraft made by the Goodyear Aircraft Company, a subsidiary of Goodyear Tire and Rubber Company, well known for the Goodyear blimp. Although it seemed an improbable project, the finished aircraft proved to be capable of meeting its design objectives, although orders were never forthcoming from the military. A total of 12 prototypes were built between 1956 and 1959, and testing continued until 1972, when the project was finally cancelled.

The original concept of an all-fabric inflatable aircraft was based on Taylor McDaniel's inflatable rubber glider experiments in 1931. Designed and built in only 12 weeks, the Goodyear Inflatoplane was built in 1956, with the idea that it could be used by the military as a rescue plane to be dropped in a hardened container behind enemy lines. The 44 cubic ft (1.25 cubic meter) container could also be transported by truck, jeep trailer or aircraft.[1] The inflatable surface of this aircraft was actually a sandwich of two rubber-type materials connected by a mesh of nylon threads, forming an I-beam. When the nylon was exposed to air, it absorbed and repelled water as it stiffened,[clarification needed] giving the aircraft its shape and rigidity. Structural integrity was retained in flight with forced air being continually circulated by the aircraft's motor. This continuous pressure supply enabled the aircraft to have a degree of puncture resilience, the testing of airmat showing that it could be punctured by up to six .30 calibre bullets and retain pressure.[2][3] Goodyear inflatoplane on display at the Smithsonian Institution

There were at least two versions: The GA-468 was a single-seater. It took about five minutes to inflate to about 25 psi (170 kPa); at full size, it was 19 ft 7 in (5.97 m) long, with a 22 ft (6.7 m) wingspan. A pilot would then hand-start the two-stroke cycle,[1] 40 horsepower (30 kW) Nelson engine, and takeoff with a maximum load of 240 pounds (110 kg). On 20 US gallons (76 L) of fuel, the aircraft could fly 390 miles (630 km), with an endurance of 6.5 hours. Maximum speed was 72 miles per hour (116 km/h), with a cruise speed of 60 mph. Later, a 42 horsepower (31 kW) engine was used in the aircraft.

Takeoff from turf was in 250 feet with 575 feet needed to clear a 50-foot obstacle. It landed in 350 feet. Rate of climb was 550 feet per minute. Its service ceiling was estimated at 10,000 ft.

The test program at Goodyear's facilities near Wingfoot Lake, Akron, Ohio showed that the inflation could be accomplished with as little as 8 psi (544 mbar), less than a car tire.[1] The flight test program had a fatal crash when Army aviator Lt. "Pug" Wallace was killed. The aircraft was in a descending turn when one of the control cables under the wing came off the pulley and was wedged in the pulley bracket, locking the stick. The turn tightened until one of the wings folded up over the propeller and was chopped up. With the wings flapping because of loss of air, one of the aluminum wing tip skids hit the pilot in the head, as was clear from marks on his helmet. Wallace was pitched out, over the nose of the aircraft and fell into the shallow lake. His parachute never opened.[4]

To Die For the InflatoPlane

[theminimalisto]

1963 Ferrari 250 Berlinetta Lusso.

Specifications

Manual 4-speed gearbox

Rear-wheel drive

Top speed of 149 mph (240 kp/h) factory-declared

0-60 mph in 6.8 seconds (0-100 kp/h in 7.1 seconds) with a ¼ mile drag tim

Base curb weight of 2,888 lbs (1310 kg); Gross Weight (GVWR) at 3,527 lbs (1600 kg)

Gasoline engine

Fuel consumption estimated at 13.6 US mpg/ 16.4 Imp. Mpg/ 17.21/100km

Body style: 2-door fastback coupe

4-stroke spark ignition engine

2 valves per cylinder

Triple carburetor

Weber 36 DBS

Class: Grand Tourer sport car

V12 cylinder alignment

Bore @ 2.87 inches (73mm)

Stroke @ 2.31 inches (58.8mm)

247 horsepower @ 7,500 rpm

Fuel capacity at 30.1 US gallons

[hetalia-club]

Got Bored And Made An Entire Hetalia Baseball League (HBL)

the league is meant to have fictitious and near impossible goals for regular humans to achieve. They are all scaled beside each other accounting for superhuman strength.

~England's Stats~

England's Batting Average: Regular Season: .284 Projected: .293 Career: .286

Running Speed MPH- 13-15 mph Hitting power- 90-95 mph Regular Season Stolen Bases: 6 Career Stolen Bases: 50

Freedom Fighters - link to their team and positions

Other Players: (will update with link as they are added) America Russia Sweden England Ireland Iceland Canada Denmark Turkey France Scotland Greece Germany Japan Nyo!America Prussia China Nyo!England Spain Austria Italy Norway Romano Finland

England's baseball stats paint a picture of a well-rounded and consistent player, known for his strategic approach to the game and contributions on both offense and defense. He is a solid hitter with power potential, capable of driving in runs and scoring himself. His durability and longevity make him a reliable presence in the lineup, while his plate discipline adds to his offensive value. Overall, England would be a valuable asset to any baseball team, bringing skill, strategy, and reliability to the field.

England's breakdown below >> (Chat GTP helped with this part because I'm not good at describing things or sports talk)((it also made me the lay out above I made the stats and it put them in MLB format for me & calculated batting average because math :/ ))

Stats Breakdown: England (Hetalia)

Overall Assessment:

England would be a solid and well-rounded baseball player, known for his strategic approach to the game and consistent contributions on both offense and defense.

Key Attributes:

Solid Hitter:

England exhibits a strong batting performance, with a career batting average of .286. This indicates his ability to consistently make contact and get on base throughout his career.

Run Producer:

With 1050 runs scored and 950 RBIs over his career, England demonstrates his effectiveness at both scoring runs and driving in teammates.

Extra-Base Hits:

England has accumulated 400 doubles, 60 triples, and 250 home runs over his career, showcasing his ability to hit for power and extra bases. These extra-base hits contribute significantly to his team's offensive production.

Plate Discipline:

With 800 walks and 950 strikeouts over his career, England exhibits decent plate discipline. While he may strike out relatively frequently, he also demonstrates the ability to draw walks and work the count.

Durability and Longevity:

Playing 2000 games over his career, England has shown durability and longevity in his baseball career, consistently contributing to his team's success over a prolonged period.

Defensive Versatility:

While not explicitly reflected in these offensive stats, England would likely be a versatile and capable defender on the field. His strategic mindset and adaptability would make him an asset at various defensive positions.

Balanced Stat Distribution

Regular Season

Games Played (GP): 162

England is a regular and consistent presence in the lineup, appearing in every game of the season.

At-Bats (AB): 540

Reflects England's active participation in offensive plays, consistently stepping up to the plate.

Runs (R): 70

England contributes to his team's scoring, crossing home plate 70 times throughout the season.

Hits (H): 145

Shows England's ability to make contact with the ball and get on base consistently.

Doubles (2B): 25

Indicates England's capability to hit for extra bases, driving the ball into the gaps for doubles.

Triples (3B): 5

England shows some speed and agility on the basepaths, legging out a few triples over the season.

Home Runs (HR): 15

While not a prolific power hitter, England demonstrates his ability to clear the fences and hit home runs.

Runs Batted In (RBI): 65

England contributes to driving in runs for his team, showcasing his value as a run producer.

Walks (BB): 45

Reflects England's patience at the plate and ability to work the count to draw walks.

Strikeouts (SO): 95

Despite his offensive contributions, England occasionally strikes out, indicating room for improvement in making contact.

Projected

Slight improvements across the board to reflect potential growth and consistency:

Increased runs, hits, extra-base hits, home runs, RBIs, walks, and decreased strikeouts.

Career

Cumulative totals reflecting a long and reasonably successful career:

Reflects England's journey over 2000 games, showcasing his consistency and dedication to the sport.

England's career stats demonstrate sustained participation, contribution to team scoring, and a mix of offensive capabilities, contributing to his team's success over the years.

Player Profile: England (Hetalia)

Strategic Approach:

England's strategic mindset and tactical nature suggest that he would approach baseball with careful planning and precision. He would likely excel at reading the game, making strategic decisions, and adapting to different situations.

Reliable Performer:

England's consistent presence in the lineup and balanced stat distribution indicate that he would be a dependable player who contributes to his team's success in various aspects of the game. He would likely excel both offensively and defensively, making key plays when needed.

Versatile Skills:

With a mix of hits, extra-base hits, and solid defensive capabilities, England demonstrates versatility on the field. He would be capable of contributing in multiple ways, whether it's getting on base, driving in runs, or making important plays in the field.

Patience and Discipline:

England's ability to draw walks and limit strikeouts reflects his patience and discipline at the plate. He would be selective with his pitches, waiting for the right opportunities to make an impact on offense.

Leadership Qualities:

As a character often depicted as authoritative and influential, England may exhibit leadership qualities on the field. He would likely inspire his teammates with his determination, strategic thinking, and ability to lead by example.