#schmu

[klausklausens]

klau|s|ens grüßt überweihnachtlich extrem, also soßenmäßig – www.klausens.com

klau|s|ens, weihnachten ist doch so toll. gewiss, der ganze schmus, und schmu passt auch noch! wie meinst du das? man nehme diese art: “ich träumte christmas als dream von der weihnacht ist weiß so süß ein tannenbaum glitzert der schnee wir träumen weihnacht ist alles wald weil wir dreamen den baum und den traum von merry the christmas nicht marry oder doch der wald der baum die christmas die…

[mikec137]

Frauenfeld, Switzerland, June 2023

[nocternalrandomness]

An icon is born....

On this day...September 8th, 1940 North American Aviation completed assembly of the NA-73X, the first prototype of the new Mustang Mk.I fighter for the Royal Air Force. This was just 117 days after the British Purchasing Commission had authorized the construction of the prototype. The airplane was designed by a team led by Edgar Schmued. This would eventually lead to the US P-51 Mustang aircraft.

[deathliestc]

The One Where Kenny Is Jealous

summary; Niko and Kenny had an argument, Niko tried to calm Kenny down because his lover is jealous

warning; none

author notes; wrote this like months ago lmao and since i am barely active nowadays i decided to post it though i really dislike this fanfic 😭

—<3—

Kenny and Niko had been dating since last year, and the journey had been great for the two. For your information, it was Niko who confessed first.

"You know what? YOLO. You know what that means?  You Only Live Once. So, Kenny, I have liked you since day one and I don't care how you will react because You Only—"

"Niko shut up, I like you too."

"Oh."

Though, they didn't reveal it to the public, or their friends. They had to act straight and not bring any suspicion. Yet, some of their friends had suspected something was going on between them but they managed to get away with it eventually.

These two have the healthiest relationship of all, they are everything you could ask for.

However, even though their relationship is healthy, they'd fight too, like a normal couple of course. Who never had fights with their partner anyway? But it's understandable if you never did, I’m guessing you might be single.

When fighting, Kenny would do most of the talking, yelling, and screaming. "They were touching you! Trying to seduce you! And you just let it happen?!" Kenny yells out with anger, he is jealous. And you might be asking, how did the fight start?

—

It was a lovely day to start. Sharky, Aj, and Chunkz decided to head off to a restaurant to fill their stomach since everyone in the house refused to cook. Typical Beta Squad.

After they left the house, Kenny and Niko took this opportunity to go on a movie date.

They drove off by taxi and arrived at the cinema on time. Everything was going pretty well and that was until two girls came up to them and greeted them.

They expect that they only wanted pictures with them, but no.

After taking pictures with them, one of the girls who is a Niko girlie has no shame and flirted with Niko. She was touchy there and touchy that, with no boundaries at all. Meanwhile, Kenny, who is secretly Niko's boyfriend, stays silent while witnessing his boyfriend get seduced.

His blood was boiling hot yet he managed to keep smiling.

I am so dead. Was the first thing Niko thought of when seeing Kenny's insincere smile.

—

With Kenny screaming and yelling to his face, the poor man Niko could only stay silent and patient. He knew if he tried to fight back it would make everything more worse. Their relationship could break apart and Niko doesn't want that to happen. He doesn't want to lose his Kenny.

It was his fault anyway, why would he let them touch him? He's so stupid, such an idiot, such a schmu—

With a sigh, Niko could only think of ways to make the shorter ones calm. The last time they fought, Niko calms Kenny down by giving him a hug in the middle of the talking and it works. It made Kenny melt into the hug.

But that was when they fought about something stupid, right now, we're talking about jealousy.

With that, Niko gathered his courage and decided to... shush Kenny. That's the only thing he could think of. Stupid but he hopes that it works.

"Nikolas Omilana! Are you even—" Kenny fell silent by Niko who had his index finger placed on Kenny's lips while he shushed him.

"Ssh sh shh, enough. I'm all yours, okay? I'm all yours." And that sends butterflies to Kenny's stomach. His cheeks are burning hot and his lips curved into a smile. He couldn't help but melt like ice cream when Niko unexpectedly did that.

Kenny went from shouting to letting out his heartwarming laugh. It was nice to hear it again. Niko thought with a smile on his face, he was glad that it worked. Besides, Niko's touch is Kenny's weakness after all.

Niko let out a small chuckle and removed his index finger from Kenny's lip. "God, you always make me blush so damn much. I hate you." Kenny stated, hitting Niko lightly on the chest.

The taller man smiled cheekily, he tilted Kenny's chin up and pressed his lips against his.

—<3—

A/N: OK ITS SO CUTE I KNOW BUT I DISLIKE HOW SHORT IT IS OMDS BUT ANYWAY ITS OKAY THOUGH! IM CURRENTLY WORKING ON A NEW FANFIC ANYWAY SOO

[a-canceled-stamp]

Good evening, Madam. A question, I posit to you...

If you could travel back in time and choose a skill to master as a child, what would you choose and why?

Thank you for your time

:smek:

Omg schmelkie schmu what a surprise 🥰

Hmmm a difficult question. However, after watching the Olympics and witnessing people flip around and do crazy stunts makes me wish i never quit gymnastics. So, if I were to travel back in time I think I would force my little self to stay in that class and become master of the flippies.

ty for the ask babes!! ily 💕

[usafphantom2]

#onthisday in 1942 the first A-36 flew. These were P-51 Mustangs modified with bomb racks to provide close support to ground troops

@classicwarbirds via X

North American P-51 Mustang | Classic Warbirds

The story of the P-51 began in 1940 when North American Aviation President James J. Kindelberger had approached the British Purchasing Commission to sell North American Aviation's twin engined bomber, the B-25 Mitchell. However with the Royal Air Force in desperate need for fighter aircraft and the Curtiss P-40 Kittyhawk being the only aircraft coming close to the specification required for the air war in Europe and even this aircraft was only available in limited numbers. So North American Aviation was asked, under licence from Curtiss-Wright, to produce the P-40. North American Aviation felt, however, that they could have a better aircraft working quicker than it would take a production line to produce the P-40 to be set up. Whilst it was agreed for North American Aviation to supply this new aircraft instead it was required for a prototype to be ready in 120 days.

Although this looked like a tall order, North American Aviation already had a design outline for an aircraft which benefited from information from the air war in Europe. Under the leadership of Raymond Rice and Edgar Schmued the design team set about fitting the new fighters design to the specification laid out by the British. And impressively just 102 days later the prototype airframe designated NA-73X was completed, however due to the 1,100-hp Allison V-1710-39 engine, which was to power the aircraft, running behind schedule, it wasn't until a couple of months later on the 26th October 1940 when the prototype finally flew for the first time.

In a little under seven months and after a very successful testing programme the first production aircraft flew on the 1st May 1941 and six months later the Royal Air Force received the second production NA-73 for evaluation. The NA-73 had been ordered before the prototype had even flown and so more of the aircraft soon followed. Designated Mustang Mk I by the RAF, initial evaluation showed that at low-level the aircraft was fast and extremely manoeuvrable and was much better than any other American fighter then available. At higher altitude the performance of the aircraft suffered as its Allison engine power output fell rapidly as it climbed.

With eight machine-guns comprising four 0.50-in and four 0.30-in and its superb performance at low level it would be an ideal replacement for No. 26 Squadron's Curtiss P-40 Tomahawks that they were using. They began to receive their first Mustang Mk Is on the 5th January 1942 and would fly their first operation on the 5th May 1942. Other use of the aircraft saw it equip No. 2 Squadron of Army Co-Operation Command during April 1942, equipped with obliquely-mounted cameras, and on the 27th July 1942 they flew their first operational sortie. Its first aerial victory came on the 19th August 1942 during the Dieppe Raid when Flying Officer Hollis Hills of No. 414 Squadron, Royal Canadian Air Force shot down a Focke-Wulf Fw 190.

Just two months later the Mustang showed its potential for long-range escort duties when on the 22nd October 1942, on an attack on targets in Germany, it became the first Royal Air Force single-engined fighter to cross the German border from its base in Britain, however the performance of the aircraft at higher altitude still needed to be improved, but an order for another 300 aircraft was placed.

One of the conditions to allow North American Aviation to supply the Royal Air Force with its NA-73 design was that two aircraft were given to the United States Army Air Corps for evaluation under the designation XP-51. Before these two aircraft were supplied to the USAAC the United States Army had already ordered 150 more aircraft to be sent to Britain under Lend-Lease. These aircraft featured self-sealing tanks and instead of eight machine-guns featured four 20-mm cannons and were designated P-51 by the US and Mustang Mk IA by the British.

Two examples initially designated XP-78, but later XP-51B, were each tested with different engines and they proved very successful and the Royal Air Force's findings of superb performance at low-level was confirmed. However the United States was committed to the Lockheed P-38 Lightning and Republic P-47 Thunderbolt, nevertheless 500 P-51's modified to have dive brakes and bomb racks to provide close support to ground troops and designated A-36 were ordered on the 21st August 1942. The first A-36 flew on the 21st September 1942 powered by a Allison V-17110-87 engine with six 0.50-in machine-guns, they were the first Mustang variant to go into operational service with the United States Army Air Force. Equipping two groups based in the Middle East during 1943 they also performed support operations during the invasions of Sicily and Italy. As well as ordering the A-36 an order for just over 310 P-51As had been placed by the United States with armament of four 0.50-in machine-guns and racks for either 1,000lb of bombs or two of either 75 or 150 US gallon external fuel tanks, this was designated Mustang Mk II by the RAF and powered by a 1,200-hp Allison V-1710-81 engine.

After showing its ability for potential long-range escort duties into Germany, but lacking high-altitude performance, during 1942 the decision was taken to install Rolls-Royce Merlin 61 and 65 engines in four airframes of the Mustang Mk I. Testing showed a much improved performance and North American Aviation were informed of the results and a 1,430-hp US-built Packard Merlin V-1650-3 engine was installed into two P-51s, these would be designated XP-78/XP-51B. Tested during September 1942 and achieving a maximum speed of 441 mph and having a better rate of climb than the P-38 Lighting, and confirming the British findings, the United States Army Air Force, impressed with the performance, ordered the Merlin powered Mustang in large numbers.

P-51B and P-51Cs, which featured a strengthened fuselage, improved ailerons and a number of small changes, to accommodate the new engine, and armament of four 0.50-in machine-guns, began to enter operational service with the United States Army Air Force in Britain as part of the Eighth Air Force. The 13th October 1943 saw this new aircraft complete its first long-range escort mission when a force of bombers were sent to attack the U-boat yard at Kiel, Germany. The P-51, with the benefit of external fuel tanks, would provide regular escort for bombers of the Eighth Air Force, during their perilous daylight operations deep into the heart of Germany. During March 1944 the P-51 took part in its first mission to Berlin and started being used operationally by both the 10th and 15th Air Force in Burma and Italy respectively. The Royal Air Force also started to receive their Lend-Lease P-51B/P-51Cs, designated Mustang Mk III, around the same time and No. 19 Squadron based at RAF Ford were the first to receive this new type, which would eventually be used by at least 21 RAF squadrons, many of which were part of the Second Tactical Air Force. The RAF modified the original cockpit canopy which opened sideways to a sliding hood design to overcome the poor rear view of the original canopy design.

Development of the aircraft continued and the next production version was the P-51D, with a modified rear fuselage, six 0.50-in machine-guns and a bubble canopy as standard, this was to become the most produced version of the P-51. Later versions of the P-51D had a small dorsal fin added and racks to accommodate 5-in rocket projectiles. A change in propeller led to a change in designation to P-51K, and both of these aircraft were designated Mustang Mk IV and Mustang Mk IVA respectively by the Royal Air Force.

During 1944 as part of experiments into lightweight construction the United States Army Air Force had ordered three XP-51Fs and two XP-51Gs as part of this process. A new redesigned airframe was also produced and as a result of an overview of the aircraft a new low drag section of wing replaced the laminar-flow design, the oil cooler was also replaced with a heat exchanger and the cockpit canopy was stretched to reduce drag further. With a simpler structure and the removal of equipment no longer deemed necessary and the use of new lightweight materials being used a significant reduction in the aircraft's weight was achieved. Both prototypes were powered by different engines with a 1,695-hp Packard Merlin V-1650-7 engine powering the XP-51F and a 1,140-hp Rolls-Royce Merlin 145m engine powering the XP-51G. Two P-51J prototypes of a similar design were ordered, however only one was finished and this would be powered by a Allison V-1710-119, 1,720-hp engine.

As a result of the prototypes the P-51H appeared, flying for the first time on the 3rd February 1945, powered by the V-1650-0 Packard Merlin engine, this was to be both the last production P-51 and the fastest with a top speed of 487 mph. Further improvements had been made to the aircraft and as a result the aircraft was 40% lighter than the last P-51 in wartime service, the P-51D.

Another permutation of the P-51 was the P-82 Twin Mustang which was two aircraft merged together, however this didn't see service in the Second World War (1939 – 1945).

Technical Details

Click on the aircraft image to view a larger version.

Top Speed Range Service Ceiling Armament

Mustang Mk I 382 mph 1,000 miles 31,350 ft four 0.50-in machine-guns

four 0.30-in machine-guns

A-36 365 mph 550 miles 25,150 ft six 0.50-in machine-guns

1,000lb bombs

P-51 390 mph 1,050 miles 32,000 ft four 20mm cannons

P-51A 390 mph 750 miles 31,350 ft four 0.50-in machine-guns

two 500lb bombs

P-51B 439 mph 1,180 miles 41,800 ft four 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

P-51B side profile image

P-51C 438 mph 949 miles 42,000 ft four 0.50-in machine-guns

two 500lb bombs

P-51D 437 mph 1,000 miles 41,900 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

six 5-in rocket projectiles

P-51D side profile image

XP-51F Lightweight version, three built.

XP-51G Lightweight version,, two built.

P-51H 487 mph 855 miles 41,320 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

XP-51J Modified XP-51F.

P-51K 437 mph 1,180 miles 41,780 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

P-51L Improved P-51H with new engine, only one built.

P-51M Improved P-51H with new engine, only one built.

A grand total of 15,576 P-51s were built by the time production ended, seeing service with China, Netherlands and a few were also supplied to the American Volunteer Group in China. The end of the war didn't see the end of the aircraft, as it remained in service with the United States Air Force, although under a different designation of F-51, until the 27th January 1957 when a F-51D, from the 167th Fighter Bomber Squadron, performed the types last flight with the USAF. In fact the last P-51 was retired from the Dominican Air Force in 1984.

[saluteofthejugger]

this ain't your uncle's ampoule of schmu

[mlep]

WILD SCHMU SPOTTED

SHMU SPOTTED

[asoulofatlantis]

Games I currently "own" digitally Part 1

I am sick for almost a weel now. Had two relativly good days in a row after 4 awful days but today I do not feel so good anymore. So I still do not feel like playing Daybreak or any game that asks me to focus and read a lot. I've been playing a bit"Echos of the Plum Grove" for the first days, but it feels a bit boring now that I have fully finished it once and know that it is much harder to finish then "Stardew Valley"... so as "Sims 4" is getting a new Addon soon I was playing Sims for a while, finally reaching the point in my Kaiba-Challange where I realized that its not fun anymore at some point and that I need to find a different Challange now. And after a restless nap I've decided it is finally time to show you all the games I currently digitally "own". (I honestly think it is absolutely not funny that we pay the full amount of money for the digital Version of the game that we do not even own, but only have the right to play as long as the platform we bought it on exists... but... the industry is preparing to go full digitally soon so I guess there is no getting out of this mess anymore at this point. I do hope tho that Steam will never stop existing ^^')

Anyway, lets finally get to the point of things while I hope my painkillers will save me soon. We start out with Steam, were I own the most games.

"Anno 1404" is my favorite Anno of all time. I have played it so often at this point that I can even play it without cheats at this point and still ALMOST finish the campaign (I always chicken out in the final because the time-limit scares me tho XD) you probably do not know that, but I was called B-E-Schmu (in German) Mona for most of my life because until I played my first Non-PC-Game I could never finish games without cheats and trainers. So finishing (or almost finishing) a game like Anno (as I do suck at those kind of games but still love them a lot XD) without any cheats or trainers is a really big deal for me. The reason I am so bad at this is 1. I can not handle money (as proven by my real-life debts for buying stuff like 50 sport outfits over the course of one year...) and 2. I am so damn impatient. In games like Anno, or any game really where you need to build something, no matter if it is a city or a Zoo or a Hospital or whatever else there is out there, you sometimes need to wait until you have gathered some money to build the next building (room, Zoo exhibit or whatever...) and I HATE waiting. People who watch me play JRPGs know that I prefer to rush through games XD Anyway, I still love playing those kind of games.

I do own "Don't starve" as you can see and I do usually not starve... but I always get killed XD So I have given up on this game, as it feels like there would be no use cheating through it, even tho I technically could as I do have WeMod and never regretted paying 50€ a year to use it whenever the need arises.

"Digimon Survive" and "Ethernights" I still plan on finishing some day. (Fun fact: I bought Ethernights on an Impuls when I was feeling bored and I didn't think it would be a good game, but in the meantime, it got amazing reviews... so... yeah... that was a surprise.) People who watched me play Digimon Survive know that I am traumatized by certain events in the original Digimon Adventures and Digimon 02 as well as Digimon Tri events and its so funny that a game where people cruelly die does NOT traumatize me at all, but the freaking shipping mess that the first two Digimon-Seasons have given me PTSD for a lifetime XD

"Dragonquest 9 S" was recommended to me but like many other games, I have not touched it yet. (I have people on my timeline who have finished 30 games this year and I wonder how the hell they do this. Even IF I had finished all the games I've started recently I would never get even close to 30 games and I am a Single woman with not that many responsibilities besides going to work, feeding my cats and helping out my family...) I play on doing so eventually of course.

As you can see "Echos of the Plum Grove" is also here and that is one of the few games I did actually finish this year. (At least I think it was this year... ^^')

"Fields of Mistria" is not fully out yet. But I played through two seasons, I breed my first Chicken and Cows and got through the first 40 or so stages of the mines and I really like the game and hope the Alpha-Phase-Update is coming soon next year as I am looking forward to finishing this cozy farming game.

Look at me hating on Square Enix all the time but owning a shitload of their games XD (And having like at least 4 of their games still in my wishlist, whish I might also show you later...)

I have never finished "Final Fantasy 12" because I suck at it so badly and I also can not seems to really get to like this game. I could try again with Cheats but I struggle a lot with the open world and... yeah... I do not really feel like trying again ^^'

I do want to finish Final Fantasy 13 at some point. (I never came past Pulse because I just couldn't bring myself to grind HOWEVER with WeMod on my side I might try again as I do not personally thing it is a super bad game. Not super good either, but not totally bad either. Final Fantasy 13 - 2 on the other hand is a different story, I only had that on Playstation and I have up shortly before the Final because the game sucked so much. Anyway... Type 0 aside (I can NOT bring myself to play through this game like 12 times to get the good ending...) I usually finish all Final Fantasy Games. (I have never played the original 7 tho, I bought it because I wanted too, but them Remake came out and after Rebirth I hate Final Fantasy 7 so much that I can not bring myself to even try it... ^^') OH! Speaking of which, I do own FF7Remake on another Gaming-Platform that I have not used ever since giving this game a second Chance and so I didn't bother to open it to show that one game I own there.

I think I will not finish "Harvest Moon Winds of Anthos" because I didn't like it at all. It just doesn't feel like a Harvest Moon game at all and it is certainly NOT cozy. The difficulty is INSANE for a Harvest Moon Game. I get that they tried to do something different as it is hard to compete with the shitload of farming games out there these days... but it was a big "No" for me.

"Heroes of Might and Magic 3" is my second favorite Heroes Game.- Right after Heroes 6 and followed by Heroes 5. HOWEVER I can not for the death of me play these games without Trainers or Cheats and sadly, as these games are old, I sadly will probably never play any of them again any time soon as no one bothers to make Trainers for old games like these anymore...

I WILL play "Hogwarts Legacy" at some point for sure, I just do not know when ^^'

I am absolutely looking forward to the full release of Inzoi. Tho I feel like it can not replace all the freaking money I invested into Sims 4 at this point.

All the Trails-Games you see here and on the following Picture have been finished by me.

ASIDE from "The Legend of Nayuta" because I just bought it on sale yesterday. However, it certainly is on my list. (Isn't it ironic tho that it is called "boundless Trails" while our Trails-Series actually has endless various barriers XD)

Fun Fact: I got "The Murder of Sonic the Hedgehog" because it was Fee and I like Sonic but I have not played it yet.

I totally want to play Long Live the Queen with you one day, see how many trys it take some without a walkthrough to get her to survive XD (I did survive once or twice when I played it ages ago, but almost all the time only with help ^^')

I have not played "NieR Replicant" yet. But I want to and we will definitely do a love reaction to "NieR: Automata" at some point. I did finish this game already before tho.

Fun Fact: I am not even sure what "Nightshade" even is. But I believe it was an Otome-Game? Not sure why I installed it, as I have MANY other Otome Games I want and need to play first ^^'

I will continue this in the following posts...

[ascle]

Quebec vs France!

Barniques -> lunettes 👓

Boboche -> de mauvaise qualité.

Cailler -> etre épuisé

Canard -> bouilloire

Canter -> pencher, incliner. Se dit aussi pour quelqu’un de fatigué: t’es en train de chanter, vas te coucher

Champlure/champleure -> robinet

Culotton -> partie pantalon d’un habit de neige

Cutter (prononcé cotte-heure) -> chaîne de trottoir (bordure de trottoir). Bref ceci:

Déguédine -> se hâter

Écornifler -> fouiner, espionner, faire sa commère.

Flôber -> dépenser son argent inutilement, le gaspiller.

Jambette -> croche-pied

Schmu -> matière gluante non identifiée. (Miasme)

Stooler -> trahir, dénoncer

Straight pipe -> sur-le-champ, tout de suite

Tic tac toe -> morpion

[fuerimmer-andeiner-backe]

Das Schmuuu hat Tradition bei uns der Morgen Bande! Auch der Schmu-Sonntag ist ein fester Bestandteil. Zusätzlich darf eine bequeme Decke nicht fehlen, auch schmust gern Avery oder Pan mit, genauso unsere kleinen Bärchen. 😍 Es wird bequemer und wollig-warm je dichter vereint wir sind, hihi. Backe an Backe kleben wir und ganz viel Schmuuu! Ganz vorsichtig dein Köpfchen kraulen und deinen Nacken zusätzlich eine Massage und mein Baby wird ganz butterig. Auch eine Kissenburg und zusätzlicher Regen macht das Schmu perfekt, doch nichts ist so perfekt wie du, mein Schnucki - Schmusebabybärdrache! Eng verschlungen und keiner weiß wo Rafe Adler anfängt und Sam Drake endet, du und ich, @lookingforlibertalia . 😍🐻‍❄️🐻♥️💓♥️💓♥️💓♥️💓♥️💓♥️💓♥️💓♥️💓♥️💓♥️💓♥️

[letsclemini]

14.7 Sapporo Bier Museum und Otaru

Zum Glück zu spät für meinen Zug nach Otaru aufgewacht, weil sonst wär sich das Sapporo Bier Museum nicht ausgegangen. Auch ein Premium Tickethat nicht geklappt, da die schon ausverkauft waren. Also doch zur gratis Ausstellung. Und die war auch ausreichend. Ob sich die komplizierte Anreise zum Sapporo Museum ausgezahlt hat, ist wohl Ansichtssache. Der Beer flight war jedenfalls ganz gut und, vor allem, für meinen Schmu im Museumsshop eingekauft.

Ich kam dann darauf, dass wenn man nicht den JR Pass sondern die IC Karte verwendet, leichter und schneller hinkommt. Die Fahrt zurück war also ruckizucki. Zurück am Bahnhof Mal meine Mitbringsel in einem Locker verstaut. Zum Glück! Das Sackerl war ganz schön schwer :D

Dann hüpfte ich in den nächsten Zug nach Otaru. Eine kleine Hafenstadt. Sie war wirklich sehr süß für japanische Verhältnisse. Ein kleiner Fluß fließt durch sie. Man kann eine kleine Sightseeing Cruise machen, hab ich natürlich gemacht. Der Capitano war Engländer der japanisch sprach. Die Fahrt war ganz nett. Ein Muss? Das dann doch nicht.

Im Glasmuseum war ich auch. Sie zeigen Glasfenster aus englischen nicht mehr existierenden Kirchen. Auch nett und auch kein Muss.

Ansonsten schlenderte ich ein bisschen herum. Bei der Bootsfahrt sah ich ein interessantes Haus zu dem ich dann hinging. Zum Glück. Es war ein kleines Izakaya Viertel. Bei einem Teppanyaki Grill gönnte ich mir mein 1.Gericht - Calamaris und Melk Schnecke. Vorspeise Oktopus. Der Oktopus war in Wasabischleim eingelegt - tatsächlich das 1. gute Schleim Gericht hier! Calamaris war super, Melk gewöhnungsbedürftig.

Zurück in Sapporo die Taschen gepackt - warum auch immer....1000 Mal schwerer als vorher....und Mal versucht mich einzuchecken...was nicht klappte...sollte später draufkommen, dass sie keinen online check in machen.

Früh schlafen gegenagen, da am kommenden Tag eine 10stündige Zug-Sightseeing Tour angesagt war!

[isthisasin]

Timetable for today - CARDINAL SIN - Day 2 w/ R-Zac (Crystal Distortion x 69db), TingelTangelTek, SoDa, Gesindel der Nacht

Wanne:

23:00 - 0:15: Audio303 (DJ-Set)

0:15 - 1:45: TingelTangelTek LIVE

1:45 - 3:45: R-Zac LIVE aka Crystal Distortion x 69db

3:45 - 4:30: Schmu (DJ-Set)

4:30 - End: SoDa (DJ-Set)

Deck (Upstairs) - Hard Techno Floor hosted by:

22:00 - End: Gesindel der Nacht

[theohonohan]

The Barbie/Oppenheimer Nexus

Since Lee Begin first shaped it, the T-38 has continually inspired affection. Lewis Shaw still calls it “the 36-24-36 blonde on the beach.” Dan Canin raves: “I absolutely love the airplane. The T-38 and its siblings [F-5/F-20] are absolutely beautiful things…iconic, really…designed, it always seems to me, exactly as one would sculpt a fighter if he didn’t have to worry about anything practical…like fuel, weapon systems, etc. As we go exclusively with stealth designs, which are inherently fat to incorporate weapons internally, I doubt we’ll ever see fighters this good-looking again.” (Smithsonian Magazine)

The wasp-waisted T-38 first flew in 1959, the same year the Barbie doll went on sale. Lee Begin, the legendary but relatively obscure Northrop employee directly responsible for its lines, went on to shape the F-18 and to project unthinkable systems for the refuelling and rearming of fighter aircraft under conditions of radioactive nuclear fallout. The T-38 occupies the atomic age intersection of Barbie and Oppenheimer.

The creators of Barbie started off in business selling picture frames, which of course are an example of transparency and rigorous craftsmanship. Their endeavors can be understood in the context of the post-war Los Angeles art scene, which was influenced by the availability, among other new materials, of plexiglass and the techniques to turn it in to seamless, flawless Jetsons-esque domes and canopies. The Barbie doll was made of vinyl.

The T-38 was a relatively lightweight aircraft, designed with a view to minimising the work of maintenance. The chief designer Edgar Schmued (previously responsible for the P-51 Mustang) wrote

“Our dollars do not buy as many airplanes as they once did. The reason is the increased complexity, increased weight and the requirements for new, more costly methods of manufacture and more costly materials.

"If we are to remain strong in the air, we must continue to improve our military aircraft rapidly. But if we are not to upset our economy we must keep our defense costs under control...

"The armed forces--like the average housewife--have to manage their budgets with a great deal of care and caution. Most contracts for new airplanes are awarded on the basis of design competitions. Contractors are invited to enter design proposals based on requirements for a definite type of airplane to perform a specific mission. The winning contractor is picked from these proposals. The unit cost of the airplanes—usually directly related to weight—is a powerful factor in award of the contract.

"Thus an engineer is tempted to enter the competition with the very smallest airframe that can possibly do the job, because the lighter the airframe the lower will be the cost. This is why airplanes that are acquired through the normal bidding processes often suffer at the outset from from being too skimpy—and thus short-lived...”

The surprising reference to “the average housewife” brings home the comparatively mundane significance of Northrop’s strategy. The T-38 and related aircraft also verged on being too small, with too short a range and too little capacity for carrying armaments. But their J58 engines could be changed by one or two men in minutes, and most of the aircraft’s systems were easily accessible by a technician standing on the ground. Schmued’s “lightweight fighter” design policy, inspired by the inescapable economic logic of housekeeping, is still compelling, though nuclear war and Betty Friedan’s “problem that has no name” have receded from public consciousness. Perhaps, against the background of all the sexism of the 50s, a point can be awarded to Schmued for his acknowledgement and valorisation of the organisational skill of female homemakers.

In The Crying of Lot 49, Thomas Pynchon’s jokey song of loyalty to an LA defense manufacturer ends with the following lines, underlining the absurd conjunction of southern California’s civic and military-industrial cultures—bubblegum pop art and closely guarded manufacturing complexes.

High above the L.A. freeways, And the traffic's whine, Stands the well-known Galactronics Branch of Yoyodyne. To the end, we swear undying Loyalty to you, Pink pavilions bravely shining, Palm trees tall and true.

It doesn’t seem to add up, although the latter economically supports the former in a more or less visible way. The means of support are hidden. Secrecy, an essential aspect of Oppenheimer’s Manhattan Project, metastasized through California’s aerospace industry in the Cold War years.

Stealth—by definition, an invisible presence—serves as a useful icon of the Cold War aerospace industry in Los Angeles, which seemed absent and present at the same time. In Los Angeles, defense sites, landscapes, and populations operated in public but were concealed from public view. 

As a metaphor and as an example, Stealth then captures this essential feature of life in Southern California during the Cold War—a life which, for many, was governed by shifting designations of what was known and unknown, said and unsaid, about an economy operating above and underneath the public surface of the region. Secrecy fostered two cities laminated to each other, one seen and the other unseen. 

The resulting alignments and misalignments—places where the secret operated quietly, and others where it became public—shaped the feel of the city. One of the ways in which this double consciousness is most routinely captured is in the ways Los Angeles plays itself. Los Angeles as a cultural imaginary reveals its fractured character in its films and its fictions: of power hidden underneath the surface, of violence coupled with fine weather. This union of purity and danger, which so regularly reappears in and as Los Angeles, was also a central trope that helped mask one of the largest knowledge production and manufacturing efforts during the Cold War. (The Vanishing Act: Stealth Airplanes and Cold War Southern California, Mihir Pandya)

[babyawacs]

.@deutschland @deutschland @bild @bundestag @bundesrat @phoenix_de @dwnews ihrseid ja so aeh w u n d e r b a r  dass euere verbrechen einpaar jahre sp aeter schon zur aeh verdrehten glaubensfrage nach schuldumkehr wird #schmu tzige #tricks #fuer #nicht #mehr #rekrutierbare #gutgenug #fuer #den #moment

.@deutschland @deutschland @bild @bundestag @bundesrat @phoenix_de @dwnews ihrseid ja so aeh w u n d e r b a r dass euere verbrechen einpaar jahre spaeter schon zur aeh verdrehten glaubensfrage nach schuldumkehr wird #schmutzige #tricks #fuer #nicht #mehr #rekrutierbare #gutgenug #fuer #den #moment ohbhitttttte. fuer euch sind doch die. n i e d e r s t e n sssexxxmitgliedschaften plausibel .…

[usafphantom2]

North American P-51 Mustang | Classic Warbirds

The story of the P-51 began in 1940 when North American Aviation President James J. Kindelberger had approached the British Purchasing Commission to sell North American Aviation's twin engined bomber, the B-25 Mitchell. However with the Royal Air Force in desperate need for fighter aircraft and the Curtiss P-40 Kittyhawk being the only aircraft coming close to the specification required for the air war in Europe and even this aircraft was only available in limited numbers. So North American Aviation was asked, under licence from Curtiss-Wright, to produce the P-40. North American Aviation felt, however, that they could have a better aircraft working quicker than it would take a production line to produce the P-40 to be set up. Whilst it was agreed for North American Aviation to supply this new aircraft instead it was required for a prototype to be ready in 120 days.

Although this looked like a tall order, North American Aviation already had a design outline for an aircraft which benefited from information from the air war in Europe. Under the leadership of Raymond Rice and Edgar Schmued the design team set about fitting the new fighters design to the specification laid out by the British. And impressively just 102 days later the prototype airframe designated NA-73X was completed, however due to the 1,100-hp Allison V-1710-39 engine, which was to power the aircraft, running behind schedule, it wasn't until a couple of months later on the 26th October 1940 when the prototype finally flew for the first time.

In a little under seven months and after a very successful testing programme the first production aircraft flew on the 1st May 1941 and six months later the Royal Air Force received the second production NA-73 for evaluation. The NA-73 had been ordered before the prototype had even flown and so more of the aircraft soon followed. Designated Mustang Mk I by the RAF, initial evaluation showed that at low-level the aircraft was fast and extremely manoeuvrable and was much better than any other American fighter then available. At higher altitude the performance of the aircraft suffered as its Allison engine power output fell rapidly as it climbed.

With eight machine-guns comprising four 0.50-in and four 0.30-in and its superb performance at low level it would be an ideal replacement for No. 26 Squadron's Curtiss P-40 Tomahawks that they were using. They began to receive their first Mustang Mk Is on the 5th January 1942 and would fly their first operation on the 5th May 1942. Other use of the aircraft saw it equip No. 2 Squadron of Army Co-Operation Command during April 1942, equipped with obliquely-mounted cameras, and on the 27th July 1942 they flew their first operational sortie. Its first aerial victory came on the 19th August 1942 during the Dieppe Raid when Flying Officer Hollis Hills of No. 414 Squadron, Royal Canadian Air Force shot down a Focke-Wulf Fw 190.

Just two months later the Mustang showed its potential for long-range escort duties when on the 22nd October 1942, on an attack on targets in Germany, it became the first Royal Air Force single-engined fighter to cross the German border from its base in Britain, however the performance of the aircraft at higher altitude still needed to be improved, but an order for another 300 aircraft was placed.

One of the conditions to allow North American Aviation to supply the Royal Air Force with its NA-73 design was that two aircraft were given to the United States Army Air Corps for evaluation under the designation XP-51. Before these two aircraft were supplied to the USAAC the United States Army had already ordered 150 more aircraft to be sent to Britain under Lend-Lease. These aircraft featured self-sealing tanks and instead of eight machine-guns featured four 20-mm cannons and were designated P-51 by the US and Mustang Mk IA by the British.

Two examples initially designated XP-78, but later XP-51B, were each tested with different engines and they proved very successful and the Royal Air Force's findings of superb performance at low-level was confirmed. However the United States was committed to the Lockheed P-38 Lightning and Republic P-47 Thunderbolt, nevertheless 500 P-51's modified to have dive brakes and bomb racks to provide close support to ground troops and designated A-36 were ordered on the 21st August 1942. The first A-36 flew on the 21st September 1942 powered by a Allison V-17110-87 engine with six 0.50-in machine-guns, they were the first Mustang variant to go into operational service with the United States Army Air Force. Equipping two groups based in the Middle East during 1943 they also performed support operations during the invasions of Sicily and Italy. As well as ordering the A-36 an order for just over 310 P-51As had been placed by the United States with armament of four 0.50-in machine-guns and racks for either 1,000lb of bombs or two of either 75 or 150 US gallon external fuel tanks, this was designated Mustang Mk II by the RAF and powered by a 1,200-hp Allison V-1710-81 engine.

After showing its ability for potential long-range escort duties into Germany, but lacking high-altitude performance, during 1942 the decision was taken to install Rolls-Royce Merlin 61 and 65 engines in four airframes of the Mustang Mk I. Testing showed a much improved performance and North American Aviation were informed of the results and a 1,430-hp US-built Packard Merlin V-1650-3 engine was installed into two P-51s, these would be designated XP-78/XP-51B. Tested during September 1942 and achieving a maximum speed of 441 mph and having a better rate of climb than the P-38 Lighting, and confirming the British findings, the United States Army Air Force, impressed with the performance, ordered the Merlin powered Mustang in large numbers.

P-51B and P-51Cs, which featured a strengthened fuselage, improved ailerons and a number of small changes, to accommodate the new engine, and armament of four 0.50-in machine-guns, began to enter operational service with the United States Army Air Force in Britain as part of the Eighth Air Force. The 13th October 1943 saw this new aircraft complete its first long-range escort mission when a force of bombers were sent to attack the U-boat yard at Kiel, Germany. The P-51, with the benefit of external fuel tanks, would provide regular escort for bombers of the Eighth Air Force, during their perilous daylight operations deep into the heart of Germany. During March 1944 the P-51 took part in its first mission to Berlin and started being used operationally by both the 10th and 15th Air Force in Burma and Italy respectively. The Royal Air Force also started to receive their Lend-Lease P-51B/P-51Cs, designated Mustang Mk III, around the same time and No. 19 Squadron based at RAF Ford were the first to receive this new type, which would eventually be used by at least 21 RAF squadrons, many of which were part of the Second Tactical Air Force. The RAF modified the original cockpit canopy which opened sideways to a sliding hood design to overcome the poor rear view of the original canopy design.

Development of the aircraft continued and the next production version was the P-51D, with a modified rear fuselage, six 0.50-in machine-guns and a bubble canopy as standard, this was to become the most produced version of the P-51. Later versions of the P-51D had a small dorsal fin added and racks to accommodate 5-in rocket projectiles. A change in propeller led to a change in designation to P-51K, and both of these aircraft were designated Mustang Mk IV and Mustang Mk IVA respectively by the Royal Air Force.

During 1944 as part of experiments into lightweight construction the United States Army Air Force had ordered three XP-51Fs and two XP-51Gs as part of this process. A new redesigned airframe was also produced and as a result of an overview of the aircraft a new low drag section of wing replaced the laminar-flow design, the oil cooler was also replaced with a heat exchanger and the cockpit canopy was stretched to reduce drag further. With a simpler structure and the removal of equipment no longer deemed necessary and the use of new lightweight materials being used a significant reduction in the aircraft's weight was achieved. Both prototypes were powered by different engines with a 1,695-hp Packard Merlin V-1650-7 engine powering the XP-51F and a 1,140-hp Rolls-Royce Merlin 145m engine powering the XP-51G. Two P-51J prototypes of a similar design were ordered, however only one was finished and this would be powered by a Allison V-1710-119, 1,720-hp engine.

As a result of the prototypes the P-51H appeared, flying for the first time on the 3rd February 1945, powered by the V-1650-0 Packard Merlin engine, this was to be both the last production P-51 and the fastest with a top speed of 487 mph. Further improvements had been made to the aircraft and as a result the aircraft was 40% lighter than the last P-51 in wartime service, the P-51D.

Another permutation of the P-51 was the P-82 Twin Mustang which was two aircraft merged together, however this didn't see service in the Second World War (1939 – 1945).

A grand total of 15,576 P-51s were built by the time production ended, seeing service with China, Netherlands and a few were also supplied to the American Volunteer Group in China. The end of the war didn't see the end of the aircraft, as it remained in service with the United States Air Force, although under a different designation of F-51, until the 27th January 1957 when a F-51D, from the 167th Fighter Bomber Squadron, performed the types last flight with the USAF. In fact the last P-51 was retired from the Dominican Air Force in 1984.

Technical Details

Top Speed Range Service Ceiling Armament

Mustang Mk I 382 mph 1,000 miles 31,350 ft four 0.50-in machine-guns

four 0.30-in machine-guns

A-36 365 mph 550 miles 25,150 ft six 0.50-in machine-guns

1,000lb bombs

P-51 390 mph 1,050 miles 32,000 ft four 20mm cannons

P-51A 390 mph 750 miles 31,350 ft four 0.50-in machine-guns

two 500lb bombs

P-51B 439 mph 1,180 miles 41,800 ft four 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

P-51B side profile image

P-51C 438 mph 949 miles 42,000 ft four 0.50-in machine-guns

two 500lb bombs

P-51D 437 mph 1,000 miles 41,900 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

six 5-in rocket projectiles

P-51D side profile image

XP-51F Lightweight version, three built.

XP-51G Lightweight version,, two built.

P-51H 487 mph 855 miles 41,320 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

XP-51J Modified XP-51F.

P-51K 437 mph 1,180 miles 41,780 ft six 0.50-in machine-guns

and either two 1,000lb bombs or

rocket projectiles

P-51L Improved P-51H with new engine, only one built.

P-51M Improved P-51H with new engine, only one built.

Back to the top