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Snowflake (airline)

Snowflake was a low-cost airline that operated out of Stockholm, Sweden, and Copenhagen, Denmark between 30 March 2003 and 30 October 2004. Owned by the SAS Group, it was organized as a business unit within Scandinavian Airlines, operating as a virtual airline using their crew and aircraft. Snowflake served a total 28 destinations from its bases at Stockholm Arlanda Airport and Copenhagen Airport.

The concept was launched using four Boeing 737-800 aircraft. It mainly served Mediterranean holiday destinations, as well as destinations popular with expatriates. From March 2004 two 737 aircraft were replaced with two McDonnell Douglas MD-82s. The airline underestimated its costs and achieved an insufficient load factor, thus making services unprofitable. After operations ended, SAS continued to use Snowflake as a brand for discounted tickets to European destinations.

History
In 2003 SAS underwent a major restructuring program, which largely focused on reducing unit costs. As part of the program, the company's management, in cooperation with McKinsey & Company devised a scheme to better target the leisure market. The models of Ryanair and SAS' partner airline Lufthansa's low-cost subsidiary Germanwings were examined. SAS had just bought its main Norwegian competitor, Braathens, and had also significantly reduced Swedish domestic competition through the purchase of Linjeflyg. The airline was worried about new entrants in these markets, in particular about Ryanair and EasyJet.

The SAS Group announced plans for the airline on 10 December 2002, at the time giving it the provisional name Scandinavian Light. The company stated that they aimed to create a low-cost airline which would focus on the leisure holiday market and on Mediterranean destinations. SAS hoped that the new airline would target a different market than Scandinavian Airlines and that the latter could instead focus on the business. A challenge for the company was at the time that it had overcapacity after a recent drop in passenger numbers.

The Snowflake brand was announced on 19 March 2003 and services commenced on 30 March. Four Boeing 737-800 were transferred to the new airline and painted in a new livery. Two were stationed at Stockholm Arlanda Airport and two at Copenhagen Airport. SAS chose not to launch the service in Norway. It considered the newly formed SAS Braathens to be a lost-cost carrier and did not see the need for differentiation in the Norwegian market. Ticket prices started at 279 Swedish krona (SEK) and 295 Danish kroner (DKK) plus taxes. About ten seats per departure were sold at that price.

The first services were from Stockholm to Alicante, Athens, Barcelona, Bologna, Budapest, Dublin, Istanbul, Málaga, Nice, Prague and Rome. From Copenhagen the airline's first flights were to Alicante, Athens, Bologna, Lisbon, Málaga, Palma de Mallorca, Pristina and Sarajevo. The latter two were particularly aimed at expatriates, rather than tourists. By May the airline had achieved a load factor of seventy percent, increasing to eighty-two percent by September. Snowflake then announced three new destinations from Stockholm from the start of the winter program in October: Lyon, Beograd and Beirut. The latter two were mainly aimed at expatriates. A new fare scheme was introduced from 1 October, whereby there were eight price levels, ranging from €58 to €228. It also started offering discounted booking fees for tickets bought online. In November Snowflake announced that it would end services to Dublin and Barcelona, citing low profitability. Scandinavian Airlines started to serving Dublin itself.

Snowflake was hit by a strike within the SAS Group starting on 1 February 2004 amongst ground handlers. From February Snowflake introduced services from Stockholm to Bilbao and Olbia. Starting with the 2004 summer schedule, commencing 28 March, SAS introduced additional services. From Copenhagen the airline started flights to Ankara, Beirut, Skopje, Split and Valletta. From Stockholm services were introduced to Ankara, Inverness, Lisbon, Palma de Mallorca, Split, Skope and Valletta. At the same time two more aircraft, 156-seat McDonnell Douglas MD-82s, were introduced to the Snowflake fleet.

In May 2004 the load factor drop to forty percent. Snowflake announced large cutbacks to the winter schedule, and planned to only operate four services: to Athens, Istanbul, Nice and Rome. This was down from thirteen during the previous winter season. With two flights each per week, this resulted in a very low fleet utilization rate. Snowflake had originally had success with their expatriate routes, but from 2004 passenger numbers fluctuated significantly on those routes. Similar cuts were carried out in Copenhagen: services were reduced to ten per week. This included the announcement of a new destination – Cairo. Two services, to Dublin and Prague, were taken over from Stockholm by Scandinavian Airlines. A further four destinations were cut with the winter program. All services to Spain were taken over by Spanair, which at the time was also owned by the SAS Group.

The load factor increased to eighty percent during the summer months. SAS announced on 18 August 2004 that it would terminate Snowflake services with effect 30 October. Snowflake would continue to exist as a brand name for discount tickets to European destinations.

Operations
Snowflake's business model was not the same as that of Scandinavian Airlines. Snowflake was organized as a business unit with in SAS Group, in the same manner as Scandinavian Airlines. The airline was thereby just a brand employed for particular services. The aircraft operated with Scandinavian Airlines' aircraft, crew and codes. The two also shared management. Snowflake was organized to become an internal customer within the group, for instance purchasing ground services from SAS Ground Services.

A key component to the operations was that the Snowflake services would be able to operate at a lower cost than the main airline. However, it soon proved that the company was not able to achieve the internal prices that were used in calculating costs. For instance, Snowflake incurred the same ground handling costs as Scandinavian Airlines. No discounts were therefore granted from SAS Ground Services or external ground handling providers. Similarly, if a Snowflake aircraft became sufficiently delayed, a conventional SAS aircraft would be dispatched instead.

Snowflake was able to avoid many of the costs related to operating a network system. To begin with it operated only a single type of aircraft. These started and ended each day at their home base, avoiding accommodation costs for crews. The Snowflake business unit employed only five people.

Snowflake incurred the same overhead costs as Scandinavian; the lack of a clear separation between the airlines at an operational level meant that Snowflake never succeeded in lowering unit costs below that of Scandinavian Airlines. Finally, operating only four aircraft was too small a fleet to achieve the necessary economy of scale. With the ticket prices based on cost savings which never materialized, the airline failed to operate with a profit.

Service
Tickets were sold online and by telephone. They had a lower base price, additional services, including in-flight meals cost extra. Surcharges were also charged by travel agencies, which sold tickets for an interim period. The airline only operated point-to-point services, rather than the network model used by Scandinavian Airline. Tickets were sold one-way and did not require a round trip and staying away over a Saturday to claim discounts. However, they did not support interlining.

Standard fare included one piece of checked-in luggage. The airline had a selection of in-flight meals, food and beverages for sale. Customers could redeem miles earned through SAS' loyalty program Eurobonus, but miles could not be earned on flights with Snowflake. Snowflake services were popular for redemption because of the concentration of leisure destinations.

Fleet
The airline initially operated a fleet of four Boeing 737-800, with two aircraft based in Stockholm and two in Copenhagen. From March 2004 the two 737s in Copenhagen were replaced with two McDonnell Douglas MD-82. All aircraft were owned and operated by Scandinavian Airlines, but retained a distinctive livery with a lemon-colored vertical stabilizer and otherwise white body. They had single-class seating in a more dense configuration than in SAS' conventional aircraft. All the aircraft were registered in Norway.

Destinations
Snowflake operated flights to a series of destinations from its bases in Copenhagen and Stockholm. They flew out of Terminal 2 at Copenhagen and Terminal 5 at Stockholm. Most flights had a limited frequency, typically one to four times per week. Flights operated to primary airports and not remote airports. To avoid cannibalizing customers from Scandinavian Airlines, Snowflake only flew to destinations not served by the other part of the group. This included several popular tourist destinations, such as London and Paris, which also attracted a large share of business travelers.

title: Snowflake (airline)


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Republic F-105 Thunderchief

The Republic F-105 Thunderchief is an American fighter-bomber that served with the United States Air Force from 1958 to 1984. Capable of Mach 2, it conducted the majority of strike bombing missions during the early years of the Vietnam War; it is the only American aircraft to have been removed from combat due to high loss rates. It was originally designed as a single-seat, nuclear-attack aircraft; a two-seat Wild Weasel version was later developed for the specialized Suppression of Enemy Air Defenses (SEAD) role against surface-to-air missile sites. The F-105 was commonly known as the "Thud" by its crews.

As a follow-on to the Mach 1 capable North American F-100 Super Sabre, the F-105 was also armed with missiles and a rotary cannon; however, its design was tailored to high-speed low-altitude penetration carrying a single nuclear weapon internally. First flown in 1955, the Thunderchief entered service in 1958. The single-engine F-105 could deliver a bomb load greater than some American heavy bombers of World War II such as the Boeing B-17 Flying Fortress and Consolidated B-24 Liberator. The F-105 was one of the primary attack aircraft of the Vietnam War; over 20,000 Thunderchief sorties were flown, with 382 aircraft lost including 62 operational (non-combat) losses (out of the 833 produced). Although less agile than smaller MiG fighters, USAF F-105s were credited with 27.5 kills.

During the conflict, the single-seat F-105D was the primary aircraft delivering heavy bomb loads against the various military targets. Meanwhile, the two-seat F-105F and F-105G Wild Weasel variants became the first dedicated SEAD platforms, fighting against the Soviet-built S-75 Dvina (NATO reporting name: SA-2 Guideline) surface-to-air missiles. Two Wild Weasel pilots were awarded the Medal of Honor for attacking North Vietnamese surface-to-air missile sites, with one shooting down two MiG-17s the same day. The dangerous missions often required them to be the "first in, last out", suppressing enemy air defenses while strike aircraft accomplished their missions and then left the area.

When the Thunderchief entered service it was the largest single-seat, single-engine combat aircraft in history, weighing approximately 50000 lb. It could exceed the speed of sound at sea level and reach Mach 2 at high altitude. The F-105 could carry up to 14000 lb of bombs and missiles. The Thunderchief was later replaced as a strike aircraft over North Vietnam by both the McDonnell Douglas F-4 Phantom II and the swing-wing General Dynamics F-111 Aardvark. However, the "Wild Weasel" variants of the F-105 remained in service until early 1984, at which point they were replaced by the specialized F-4G "Wild Weasel V".

Design phase
Republic Aviation started work on what would become the Thunderchief during 1951. It was conceived of as an internal project to produce a replacement for the RF-84F Thunderflash, which first used the characteristic wing-root air intakes to make room for cameras in the nose section. The design team led by Alexander Kartveli examined some 108 configurations before settling on a large, single-engine AP-63FBX (Advanced Project 63 Fighter Bomber, Experimental), specifically AP-63-31. The new aircraft was intended primarily for supersonic, low altitude penetration to deliver a single, internally carried nuclear bomb. The emphasis was placed on low-altitude speed and flight characteristics, range, and payload. The aircraft would be fitted with a large engine, and a relatively small wing with a high wing loading for a stable ride at low altitudes, and less drag at supersonic speeds. Traditional fighter attributes such as maneuverability were a secondary consideration.

During April 1952, Republic made its contractor proposal, which contained many of the features that the United States Air Force (USAF) would have liked the RF-84F to have been outfitted with had it been technically possible; one month, the Air Staff endorsed its development over that of further developing the RF-84F. The USAF promptly issued Republic with an initial contract covering preproduction engineering, tooling, as well as the production of 199 aircraft, the first of which was to be operationally ready by 1955. However, by March 1953, the USAF had reduced the order to 37 fighter-bombers and nine tactical reconnaissance aircraft, citing the approaching end of the Korean War. In October 1953, the F-105 mock-up was inspected; no major changes were recommended. By this point, the aircraft had grown so large that the Allison J71 turbojet intended for it was abandoned in favor of the more powerful Pratt & Whitney J75. Anticipating a protracted development of the engine, it was expected that the first aircraft would use the smaller Pratt & Whitney J57. Near the end of 1953, the entire program was suspended by the USAF due to a number of delays and uncertainties regarding the aircraft. However, on 28 June 1954, the USAF officially ordered 15 F-105s (two YF-105As, four YF-105Bs, six F-105Bs, and three RF-105Bs) under the Weapon System designation WS-306A.

Initial flights

On 22 October 1955, the YF-105A prototype performed its maiden flight; after 22 hours of flight time, this prototype was returned to the factory for repairs after sustaining major damage. The second YF-105A made its first flight on 28 January 1956. Despite being powered by a less potent J57-P-25 engine with 15000 lbf of afterburning thrust, the first prototype attained the speed of Mach 1.2 on its maiden flight. (The J75 was expected to generate 24500 lbf with afterburner.) Both aircraft featured conventional wing root air intakes and slab-sided fuselages typical of the early jets; Republic viewed the prototypes as not being representative of the true capability of the aircraft due to numerous changes that were enacted prior to production. Specifically, insufficient power and aerodynamic problems with transonic drag, as well as Convair's experience with their F-102, had led to a redesign of the fuselage to conform to the area rule, giving it a characteristic "wasp waist". The F-105's reworked air intake was designed with a unique forward-swept shape, which was derived from Antonio Ferri's work on the proposed Republic XF-103 ramjet-powered interceptor. In combination with the distinctive forward-swept variable-geometry air intakes which regulated airflow to the engine at supersonic speeds and the J75 engine, this redesign enabled the F-105B to attain Mach 2.15.

During March 1956, the USAF placed a further order for 65 F-105Bs and 17 RF-105Bs. In order to conduct the nuclear mission, an MA-8 fire control system, AN/APG-31 ranging radar, and K-19 gunsight to allow for toss bombing were integrated. On 26 May 1956, the first pre-production YF-105B made its maiden flight. Five of the F-105C trainer variant were added to the procurement plan in June 1956, before being canceled during 1957. The RF-105 reconnaissance variant was canceled in July 1956. The first production F-105B was accepted by the USAF on 27 May 1957. In June 1957, Republic Aviation requested that the F-105 be named Thunderchief, continuing the sequence of the company's Thunder-named aircraft: P-47 Thunderbolt, F-84 Thunderjet, and F-84F Thunderstreak. The USAF made this name official one month later.

Later development
To fulfill the USAF's requirement for an all-weather attack aircraft, Republic proposed the F-105D variant during 1957. This version featured an enlarged nose and radome housing the AN/ASG-19 Thunderstick bombing/navigation system. The AN/ASG-19 was designed around the Autonetics R-14A radar, which operated in both air-to-air and air-to-ground modes, and the AN/APN-131 Doppler navigation radar. In the cockpit, the F-105D featured vertical-tape instrument displays for adverse weather operation. The ability to carry the TX-43 nuclear weapon was also added. On account of these myriad changes, Republic noted the difficulty of using the same production line as had been used for the F-105B; production times would also be extended from 144 days to 214 days.

Development of the RF-105 reconnaissance model was restarted during the late 1950s, for a time based on the F-105D, before work on the model was cancelled for the final time on 23 December 1960. On 18 March 1959, the planned F-105E twin-seater was also cancelled due to its high cost; it was replaced on a one-to-one basis by additional F-105Ds. On 9 June 1959, the first F-105D took its maiden flight. Flight testing of the F-105D was somewhat less troubled than the less advanced F-105B, to the point where the D-model was ready for operational service ahead of its predecessor. Category II flight testing in late 1959 identified various key deficiencies on the F-105B, particularly with the MA-8 fire control system and autopilot of this variant. While eventually rectified successfully, it took time to develop and deploy appropriate modifications, putting the production programme further behind. By the start of 1960, none of the 56 F-105Bs that had been delivered were considered to be operationally ready.

At one point, there were plans in progress to procure in excess of 1,500 F-105Ds; however, production schedules continued to be missed, in part due to strikes by Republic's workforce, that impacted the USAF's plans for the type. Production of the F-105 was heavily impacted by the decision taken by Secretary of Defense Robert McNamara to equip no more than seven combat wings with the type. During November 1961, production of the type was cut in favor of the USAF adopting the Navy's F-4 Phantom II, and in the longer term, the General Dynamics F-111 Aardvark of the TFX program. While considerations towards reopening production of the F-105 were discussed in 1967, this interest did not ultimately see any such revival.

The final 143 Thunderchiefs built were of the two-seat F-105F trainer variant. Based on the F-105D, this model was 31 inches (79 cm) longer to provide room for the rear cockpit; otherwise, the aircraft had similar flight performance to the preceding F-105D. A total of 833 F-105s were completed before production ended in 1964. The F-105 had been designed for a short nuclear campaign, leading to shortcomings that became evident in a lengthy conventional war, such as a poor hydraulics layout and fuel tanks that were not self-sealing. Subsequent upgrades improved the reliability and weapons capacity of the existing F-105Ds. In response to the surface-to-air missile (SAM) threat experienced in the skies above Vietnam, dozens of F-105Fs were converted into anti-radar "Wild Weasel" aircraft, culminating with the F-105G.

Overview

The F-105 was a mid-wing monoplane with a 45° swept wing and tail surfaces. The single engine was fed by two intakes in the wing roots, leaving the nose free for a radome housing the multi-mode radar. Its fuselage provided room for 1184 gal of fuel and an internal bomb bay. The bomb bay measured 15 ft by 32 in by 32 in; it was originally designed to carry a single nuclear weapon but typically held an additional 350 gal fuel tank. It featured four under-wing and one centerline pylon; the two inner wing and centerline pylons were capable of accepting fuel from 450 and 650 gal drop tanks. Two outer dry stations were wired for missiles or bombs. One M61 Vulcan (initially designated T-171E3) 20 mm 6-barrel Gatling-style cannon was installed in the left side of the nose. A short-range AIM-9 Sidewinder air-to-air missile could be carried on each of the outer wing pylons.

The F-105 was designed primarily for low-level interdiction and its low-altitude speed was its greatest asset when dealing with enemy fighters such as the MiG-17/J-5s and MiG-21. The F-105 managed 27.5 air-to-air victories. Based on combat experience, the F-105D was updated with a better ejection seat, additional armor, improved gun sights, and Electronic Counter Measures (ECM) pods on the wings.

Flight characteristics

Former North American F-86 Sabre pilot Jerry Noel Hoblit recalled being in awe of the F-105's size after seeing it for the first time; he could not manage to reach the air intake lip even with a running jump. The F-105 had a spacious cockpit with good visibility and layout (particularly after the introduction of "tape" instruments); the advanced electronics were easy to learn and operate. Takeoffs and landings were often performed in the 230 mph range. The spoilers provided good roll control at all speeds and the distinctive four-petal airbrakes (which also opened slightly when the afterburner was engaged to allow for the larger flow of exhaust gases) were highly effective even at supersonic speeds. Loss of control due to a spin or complications of adverse yaw required deliberate effort from the pilot and spontaneous spin recovery was rapid.

The initial reaction of the fighter pilot community to their new aircraft was lukewarm. Between its massive dimensions and troubled early service life, the F-105 had garnered a number of uncomplimentary nicknames. In addition to the aforementioned "Thud", nicknames included the "Squat Bomber", "Lead Sled", and the "Hyper Hog" and/or "Ultra Hog". The latter two names arose from the F-105's predecessors, the Republic F-84 Thunderjet and F-84F Thunderstreak, nicknamed "Hog" and "Super Hog", respectively. According to F-105 pilots and crews, the "Thud" nickname was inspired by the character "Chief Thunderthud" from the Howdy Doody television series.

The aircraft's offensive capabilities were sarcastically referred to as a "Triple Threat"—it could bomb you, strafe you, or fall on you. Positive aspects, such as the F-105's responsive controls, strong performance at high speed and low altitude, and its outfit of electronics won over some pilots. For some, "Thud" was a term of endearment; retroactively the RF-84F Thunderflash became known as "Thud's Mother". F-105 pilot Colonel Jack Broughton said of the nickname: "The Thud has justified herself, and the name that was originally spoken with a sneer has become one of utmost respect through the air fraternity".

Commando Nail

The rear cockpits of several two-seat F-105Fs were modified under project Commando Nail with an R-14A radar and a radar scope that offered high resolution. These aircraft were used for all-weather and night low-level strikes against especially dangerous targets by a unit from the 13th Tactical Fighter Squadron (1966–1975) dubbed "Ryan's Raiders" starting in April 1967. Some of these aircraft were later converted to the Wild Weasel III standard.

In an effort to thwart MiG attacks, several F-105Fs were also fitted with Hallicrafters QRC-128 communication jamming system under project Combat Martin. The North Vietnamese interceptor force followed Soviet air-defense doctrine, with pilots under rigid direction of ground controllers over radio links. The QRC-128, nicknamed "Colonel Computer", filled up the rear cockpit of the F-105F. It bounced voice communications over the radio channel back out after a delay, resulting in an obnoxious garble. However, the first time the Combat Martin was used, the US National Security Agency (NSA), in charge of US strategic signals intelligence, ordered the Air Force to cease and desist immediately, since the NSA believed that the intelligence obtained by monitoring the channels outweighed the benefits of jamming them.

Thunderstick II
Experience in Vietnam demonstrated the need for a better visual and blind bombing capability. In March 1968, the Air Force ordered development of an upgraded bombing/navigation system, incorporating a Singer-General Precision inertial navigation system, improvements to the AN/APN-131 navigation radar, and solid-state circuitry for the R-14A radar, which was redesignated R-14K. Furthermore, the digital AN/ARN-92 long-range navigation receiver replaced the problematic AN/ARN-85 receiver. The additional avionics were housed in a long, raised dorsal spine. The modified bombing/navigation system was known as Thunderstick II. F-105s with this system could achieve a bombing circular error of probability (CEP) of 50 ft from an altitude of 15000 ft. Although the first Thunderstick II aircraft flew in 1969, they were not used in Vietnam. A total of 30 F-105Ds received this modification.

Wild Weasel
In 1965, the USAF began operating two-seat North American F-100F Super Sabres specially equipped for Suppression of Enemy Air Defenses (SEAD) missions in Vietnam. Nicknamed the Wild Weasel, these aircraft achieved a number of victories against North Vietnamese surface-to-air missile radars. The second crew member was a Navigator trained as an Electronic Warfare Officer (EWO) to decipher sensor information and guide the pilot towards the targets. However, the F-100F was an interim solution, since its limited payload often required multiple aircraft to conduct a successful strike; it also lacked the speed and endurance to effectively protect the F-105.

The resulting EF-105F Wild Weasel III (the EF designation was popularly used but unofficial ) supplemented its sensors and electronic jamming equipment with AGM-45 Shrike anti-radiation missiles and conventional bombs, giving it an offensive capability lacking in the F-100F. The first of these aircraft flew on 15 January 1966 and they began arriving in Southeast Asia in May, flying their first mission on 6 June 1966, with five assigned to the 13th TFS at Korat RTAFB and six more to the 354th TFS at Takhli RTAFB.

In a typical early mission, a single EF-105F would accompany one or two flights of F-105Ds to provide protection from enemy ground fire. While this strategy was effective in reducing F-105D losses, the Weasel aircraft suffered heavy casualties with five of the first 11 lost in July and August 1966. Attacks into high-risk environments saw the Weasels operating in "Iron Hand" hunter-killer flights of mixed single-seat and two-seat Thunderchiefs, suppressing sites during attacks by the strike force and attacking others en route. In the fall of 1967, EF-105Fs began to be upgraded to the definitive Wild Weasel Thunderchief, the F-105G.

The F-105G incorporated a considerable amount of new SEAD-specific avionics, including an upgraded Radar Homing and Warning (RHAW) system which required a redesign of the wingtips. To free outboard hardpoints for additional weapons, the Westinghouse AN/ALQ-105 electronic countermeasures were permanently installed in two long blisters on the underside of the fuselage. Thirty aircraft were fitted with pylons to carry the AGM-78 Standard anti-radiation missile. On a typical mission, the F-105G carried two Shrikes on outboard pylons, a single Standard on an inboard pylon balanced by a 450 gal fuel tank on the other side, and a 650 gal centerline fuel tank.

Introduction

The F-105B entered USAF service with the Tactical Air Command's 335th Tactical Fighter Squadron of the 4th Tactical Fighter Wing in August 1958, although the squadron did not become fully operational until 1959. On 11 December 1959, an F-105B piloted by Brig Gen Joseph Moore (commander of the 4th Tactical Fighter Wing) set a world record of 1216.48 mph over a 62 mi circuit. Difficulties with its avionics and the MA-8 fire-control system were experienced early on; typically the F-105 required 150 hours of maintenance for each flying hour. Most of these problems were addressed under Project Optimize. The lack of spares resulted in the entire F-105B fleet being briefly grounded in 1960. In 1964, modified F-105Bs with ballast replacing the cannon, fuselage and wing reinforcement for aerobatics, and the addition of a smoke generator, briefly flew with the United States Air Force Thunderbirds demonstration team. After only six shows, a fatal accident from overstressing the airframe led to the reintroduction of the F-100 Super Sabre.

By 1964, the F-105B was relegated to USAF Air National Guard (ANG) squadrons. It was replaced in frontline service by the definitive F-105D whose advanced NASARR R-14A radar and AN/ASG-19 Thunderstick fire-control system gave it all-weather capability. The R-14A radar also added a terrain-avoidance radar capability, while a completely new instrument panel was fitted, replacing dial-type instrument with vertical tape instruments which were easier to read in combat. In order to accommodate the new radar, with a much larger radar dish, the forward fuselage was redesigned, increasing overall length by 16 in.

The F-105D entered service with the 335th TFS in September 1960, although it was not fully operational on the F-105D until early 1961. The first overseas F-105 units formed in West Germany in 1961, with the 36th Tactical Fighter Wing at Bitburg Air Base in May and the 49th Tactical Fighter Wing at Spangdahlem Air Base in October. Both wings had a primary tactical nuclear strike role for NATO. The F-105D was also deployed to the Pacific, with the 18th Tactical Fighter Wing at Kadena in Okinawa converting in 1962 and the 8th Tactical Fighter Wing converting from 1963.

Like the F-105B, the F-105D's early career was plagued with maintenance problems and in-flight failures. The origins of the nickname "Thud" were obscure; some claim that it stood for the sound of an F-105 crashing into the ground. The entire F-105D fleet was grounded in December 1961 and then again in June 1962. Many of the issues were worked out during the production run and by 1964, early F-105Ds were upgraded with these fixes under Project Look Alike, although engine failures and fuel system problems persisted until 1967.

Meanwhile, the USAF was gradually changing the anticipated F-105 mission from nuclear interdiction to conventional bombing. The Look Alike upgrades increased the aircraft's capacity from four to 16 conventional 750 lb bombs on underwing and fuselage centerline hardpoints and added the equipment to launch AGM-12 Bullpup air-to-ground missiles. In June 1961, an F-105D delivered 15430 lb of conventional bombs during a USAF test—at the time a record for a single-engine aircraft with a payload three times heavier than American four-engine heavy bombers of World War II such as the Boeing B-17 Flying Fortress and the Consolidated B-24 Liberator, though aerial refueling would be required for long missions. One of the F-105Ds was named Memphis Belle II after the famed World War II B-17.

Vietnam War

In spite of a troubled early service life, the F-105 became the dominant attack aircraft early in the Vietnam War. The F-105 could carry more than twice the bomb load farther and faster than the F-100, which was used mostly in South Vietnam. In a foreshadowing of its Wild Weasel role, the first F-105D combat mission of the war involved an attack on 14 August 1964 against an anti-aircraft artillery site on Plaine des Jarres. This mission was carried out by aircraft of the 36th TFS, 6441st Tactical Fighter Wing deployed from Yokota Air Base, Japan to Korat Royal Thai Air Force Base, Thailand. The first Thunderchief lost in the war also occurred during this mission, although the pilot managed to return the aircraft to Korat. The first strike mission took place on 13 January 1965 with the destruction of the Ban Ken bridge in Laos. In early 1965 additional F-105 squadrons were deployed to Korat and Takhli air bases in Thailand. At the start of Operation Rolling Thunder in March 1965, large numbers of F-105Ds were shipped to these bases to participate in intense bombing missions.

On 3 April 1965, a total of 79 aircraft, including 45 F-105 Thunderchiefs, were sent against the Thanh Hoa Bridge, nicknamed "Dragon's Jaw". The next day, enemy MiGs were encountered during a second run upon the bridge; a total of eight MiG-17s faced 46 F-105s escorted by a MiGCAP flight of 21 F-100 Super Sabres. The MiG-17s evaded the escorts using altitude and cloud cover, instead focusing upon the bomb-laden Thunderchiefs. Two Thunderchiefs were lost to the MiG-17s; a third, thought to be lost to ground fire, was later claimed by the North as downed by a MiG-17. One F-105 piloted narrowly escaped. USAF Chief of Staff General John P. McConnell was "hopping mad" to hear that two F-105s had been shot down by Korean War-era subsonic North Vietnamese MiGs. The Thanh Hoa Bridge proved resistant to aerial bombing; multiple missions were flown to damage the bridge both by F-105s and U.S. Navy aircraft.

On 24 July 1965, four U.S. Air Force McDonnell F-4C Phantoms took part in an airstrike against the Dien Ben Phu munitions storage depot and the Lang Chi munitions factory west of Hanoi. One was shot down and three were damaged by SA-2 missiles. After two days, President Johnson gave the order to attack all known SA-2 positions which had been discovered outside the 30-mile exclusion zone. On the morning of 27 July, 48 F-105s participated in the Operation Spring High attack. But the Vietnamese knew U.S. aircraft were coming and set up many 23mm and 37mm anti-aircraft guns at the site. These anti-aircraft guns were lethal at close range and the Vietnamese shot down six aircraft, while more than half of the remaining U.S aircraft suffered damage from ground fire. Both SAM sites were devoid of missiles and equipment, and the Vietnamese had substituted white-painted bundles of bamboo for the real SA-2s. Operation Spring High destroyed two worthless targets at the cost of six aircraft and five pilots.

In December 1966, the Vietnam People's Air Force (VPAF)'s MiG-21 pilots of the 921st Regiment claimed to have downed 14 F-105s without any losses.

On a typical combat mission into North Vietnam, the F-105D carried two 450 gal wing-mounted fuel tanks, a 390 gal fuel tank in the bomb bay, and five 1000 lb or six 750 lb bombs, and required inflight refueling going to and sometimes returning from Hanoi 700 mi distant. F-105s flying in the vicinity of Hanoi would routinely travel around mountainous terrain nicknamed Thud Ridge to evade the air defenses surrounding the city. Colonel Jack Broughton, an F-105 pilot in Vietnam, noted the demands of flying close to Hanoi gave "simply no room for error".

On 11 August 1967, F-105Ds from 335th Tactical Fighter Squadron with support from F-105 Wild Weasels from 338th Tactical Fighter Squadron made the first of many successful attacks on the Paul Doumer bridge over the Red River. Flying low-altitude missions and conducting dive bombings forced the F-105s into range of North Vietnamese anti-aircraft guns, sometimes coming under heavy fire.

USAF F-105s were escorted by F-4s to protect them against enemy fighters. However, the Thunderchief was officially credited with 27.5 air-to-air victories against VPAF aircraft at the cost of 17 aircraft lost to enemy fighters (North Vietnamese pilots claimed to have shot down an additional 23 F-105s but none have been confirmed by USAF). All victories were against MiG-17s. Of these 24.5 were shot down with cannon fire (one victory was shared with an F-4), and three with AIM-9 Sidewinder missiles. One F-105F is unofficially credited with downing three MiGs—one by air-to-air missile, the second by cannon fire and the third by jettisoning the centerline rack full of bombs directly into the path of a surprised MiG.

On 31 May 1968, a dedication ceremony took place at the United States Air Force Academy to honor graduates who had served in Vietnam. An F-105, which had been assembled using parts from ten different F-105s that had seen service in Vietnam, was placed on permanent static display. The ceremony included the entire cadet wing, the superintendent and commandant of cadets of the USAFA, a representative of Republic Aircraft, members of the press, among others. To conclude the ceremony, a flight of four F-105s from McConnell AFB were to fly over in formation at 1,000 feet above the ground and then fly over singly at 250 feet. The formation portion happened as planned. But the flight leader, Lt Col James "Black Matt" Matthews, came back for the single-file pass and exceeded the speed of sound at less than 100 feet. The ensuing sonic boom broke hundreds of windows and fifteen people sustained cuts.

Medal of Honor recipients
Two Wild Weasel pilots received the Medal of Honor:
 * USAF Captain Merlyn H. Dethlefsen was awarded the Medal of Honor and Capt Kevin "Mike" Gilroy the Air Force Cross for an F-105F Wild Weasel mission on 10 March 1967, flying F-105F, serial number 63-8352. After their aircraft was damaged by ground fire, Dethlefsen and Gilroy elected to stay in the skies above the steel works at Thai Nguyen until the SAM site was found and destroyed.
 * USAF Captain Leo K. Thorsness was awarded the Medal of Honor and Capt Harold Johnson the Air Force Cross for an F-105F Wild Weasel mission on 19 April 1967, flying F-105F, serial number 63-8301. Thorsness and Johnson protected an attempted rescue of another Wild Weasel crew that had been shot down, in the process destroying two MiG-17s. After running out of ammunition, Thorsness and Johnson continued to act as decoys to draw the MiGs away from the rescue aircraft.

Phase-out and retirement
As production of F-105s had ended, the type was replaced in the Vietnam War by other aircraft, primarily the F-4 Phantom II. In October 1970, the 355th Tactical Fighter Wing, which was based at Takhli RTAFB, Thailand, and was the last F-105D unit in Southeast Asia, began to return to the U.S. The F-105G Wild Weasel versions soldiered on until the end of the war. They were gradually replaced by F-4G Wild Weasel IVs.

The Thunderchief was rapidly withdrawn from USAF service after the end of the Vietnam War. Of the 833 F-105s built, a combined 395 F-105s were lost in Southeast Asia, including 334 (296 F-105Ds and 38 two-seaters) lost to enemy action and 61 lost in operational accidents. Following the war the USAF began transferring the remaining aircraft to Air Force Reserve (AFRES) and Air National Guard (ANG) units. By the late 1970s, these aging Thunderchiefs were becoming difficult to maintain. The last F-105Gs with the 128th Tactical Fighter Squadron of the Georgia ANG were retired on 25 May 1983. The last flight of the F-105 Thunderchief was by the AFRES 466th Tactical Fighter Squadron with F-105Ds on 25 February 1984.

Variants

 * YF-105A
 * Two pre-production prototypes with P&W J57 engine model.

 * YF-105B
 * Four pre-production aircraft with P&W J75 engine.

 * F-105B
 * Initial production model with AN/APN-105 navigational radar, 71 built.

 * JF-105B
 * Test aircraft built from re-allocated RF-105B airframes; three built.

 * RF-105B
 * Proposed reconnaissance version of the F-105B; none built. Three were ordered but completed as JF-105Bs.

 * F-105C
 * Proposed dual-control trainer; canceled in 1957, none built.

 * F-105D
 * The definitive production model, all-weather capability because of advanced avionics, including AN/APN-131 navigational radar; 610 built.

 * RF-105D
 * Proposed reconnaissance version of the F-105D; none built.

 * F-105E
 * Proposed trainer version of F-105D; cancelled in 1959, none completed.

 * F-105F
 * Two-seat trainer version of F-105D with lengthened forward fuselage. It was fully combat-capable and had dual controls, taller fin, and increased takeoff weight; its first flight took place on 11 June 1963. A total of 143 were built.

 * EF-105F
 * Initial designation for a Wild Weasel/Defense suppression version, 54 converted from F-105Fs.

 * F-105G
 * Two-seat Wild Weasel, improved version of the EF-105F.

 * F-105H
 * Proposed upgraded two-seat variant based on the F-105F with a larger wing with folding wing tips, nose, larger vertical tail, larger stabiliator, and modified landing gear. Never built.

Operators

 * United States Air Force
 * United States Air Force Thunderbirds
 * Air Force Reserve
 * Air National Guard
 * Air National Guard

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Republic F-105 Thunderchief


text:
Management process

A management process is a process of setting goals, planning and/or controlling the organising and leading the execution of any type of activity, such as:
 * A project (project management process), or
 * A process (process management process, sometimes referred to as the process performance measurement and management system)

An organization's senior management is responsible for carrying out its management process. However, this is not always the case for all management processes, for example, sometimes it is the responsibility of the project manager to carry out a project management process.

Steps

 * Planning: Determines the objectives, evaluate the different alternatives and choose the best from them
 * Organizing: Defines the group's functions, establish relationships and defining authority and responsibility
 * Staffing: Recruitment or placement and selection or training takes place for the development of members in the firm
 * Directing: Gives direction to the employees
 * Controlling: Involves ensuring that performance does not deviate from standards
 * Coordination: Ensures different departments and groups work in sync

title: Management process


text:
Étienne Bazeries

Étienne Bazeries (21 August 1846, in Port Vendres – 7 November 1931, in Noyon) was a French military cryptanalyst active between 1890 and the First World War. He is best known for developing the "Bazeries Cylinder", an improved version of Thomas Jefferson's cipher cylinder. It was later refined into the US Army M-94 cipher device. Historian David Kahn describes him as "the great pragmatist of cryptology. His theoretical contributions are negligible, but he was one of the greatest natural cryptanalysts the science has seen." (Kahn 1996, p244)

Bazeries was born in Port-Vendres, France, the son of a mounted policeman. In 1863 he enlisted in the army, and fought in the Franco-Prussian War, where he was taken prisoner, although he later managed to escape disguised as a bricklayer. In 1874 he was promoted to lieutenant, and sent to Algeria in 1875. He returned to France the following year and married Marie-Louise-Elodie Berthon, with whom he would father three daughters: Césarine, Fernande and Paule.

He apparently became interested in cryptography through solving cryptograms in newspapers' personal columns, and soon applied his cryptanalytic skills in a military context when, in 1890, he solved messages enciphered with the official French military transposition system, causing the War Ministry to change to a new scheme. In an effort to prompt reform within the government and enhance national security, Bazeries further exposed weaknesses in French cipher systems. In 1891, news of his talent had spread, and he began work for the Ministry of Foreign Affairs' Bureau du Chiffre. Bazeries continued his cryptanalytic work there even after he retired from the Army in 1899, assisting in solving German military ciphers during World War I. However, many of Bazeries recommendations to the government for improvements in official cipher systems met severe bureaucracy and rebuffs, which became a constant source of frustration for him in an otherwise illustrious career. He retired in 1924, aged 78.

In the 1890s he broke a famous nomenclator system called the "Great Cipher", created by the Rossignols in the 17th century. One of the messages referred to the famous Man in the Iron Mask and provided a possible solution to the mystery. His influential 1901 text Les Chiffres secrets dévoilés ("Secret ciphers unveiled") is considered a landmark in cryptographic literature.

title: Étienne Bazeries


text:
Neman (disambiguation)

The Neman is a European river that rises in Belarus and flows through Lithuania.

Neman may also refer to:
 * Neman culture
 * FC Neman Grodno, a soccer club in Belarus
 * FC Neman Mosty, a soccer club in Belarus
 * HK Neman Grodno, an ice hockey club in Belarus
 * Neman Stadium, a stadium in Belarus
 * Neman R-10, a Soviet aircraft of the 1930s
 * Neman (bus), bus manufacturer in Belarus
 * Neman (album)

Places

 * Neman, Russia, a town in Kaliningrad Oblast, Russia

title: Neman (disambiguation)


text:
Junkers Jumo 004

The Junkers Jumo 004 was the world's first production turbojet engine in operational use, and the first successful axial compressor turbojet engine. Some 8,000 units were manufactured by Junkers in Germany late in World War II, powering the Messerschmitt Me 262 fighter and the Arado Ar 234 reconnaissance/bomber, along with prototypes, including the Horten Ho 229. Variants and copies of the engine were produced in Eastern Europe and the USSR for several years following the end of WWII.

Design and development
The feasibility of jet propulsion had been demonstrated in Germany in early 1937 by Hans von Ohain working with the Heinkel company. Most of the Reich Air Ministry (RLM) remained uninterested, but Helmut Schelp and Hans Mauch saw the potential of the concept and encouraged Germany's aero engine manufacturers to begin their own programmes of jet engine development. The companies remained skeptical and little new development was carried out.

In 1939 Schelp and Mauch visited the companies to check up on progress. Otto Mader, head of the Junkers Motorenwerke (Jumo) division of the large Junkers aviation firm, stated that even if the concept was useful, he had no one to work on it. Schelp responded by stating that Dr Anselm Franz, then in charge of Junkers' turbo- and supercharger development, would be perfect for the job. Franz started his development team later that year, and the project was given the RLM designation 109-004 (the 109- prefix, assigned by the RLM was common to all reaction engine projects in WWII Germany, including German WWII rocket engine designs for manned aircraft).

Franz opted for a design that was at once conservative and revolutionary. His design differed from von Ohain's in that he utilised a new type of compressor which allowed a continuous, straight flow of air through the engine (an axial compressor), recently developed by the Aerodynamische Versuchsanstalt (AVA – Aerodynamic Research Institute) at Göttingen. The axial-flow compressor not only had excellent performance, about 78% efficient in "real world" conditions, but it also had a smaller cross-section, important for high-speed aircraft. Dr. Bruno Bruckman's old assistant on the jet engine program, Dr. Österich, took over for him in Berlin, and selected the axial flow design, due to its smaller diameter; it was 10 cm less than the competing axial-flow BMW 003.

On the other hand, he aimed to produce an engine that was far below its theoretical potential, in the interests of expediting development and simplifying production. One major decision was to opt for a simple combustion area using six "flame cans", instead of the more efficient single annular can. For the same reasons, he collaborated heavily on the development of the engine's turbine with Allgemeine Elektrizitäts-Gesellschaft (General Electric Company, AEG) in Berlin, and instead of building development engines, opted to begin work immediately on the prototype of an engine that could be put straight into production. Franz's conservative approach came under question from the RLM, but was vindicated when even given the developmental problems that it was to face, the 004 entered production and service well ahead of the BMW 003, its more technologically advanced but slightly lower thrust competitor (7.83 kN/1,760 lbf).

At Kolbermoor, location of the Heinkel-Hirth engine works, the post-war Fedden Mission, led by Sir Roy Fedden, found jet engine manufacturing was simpler and required lower-skill labor and less sophisticated tooling than piston engine production; in fact, most of the making of hollow turbine blades and sheet metal work on jets could be done by tooling used in making automobile body panels. Fedden himself criticized the attachment of the 004's compressor casing, which was in two halves, bolted to the half-sections of the stator assemblies.

Technical description and testing

The first prototype 004A, which used diesel fuel, was first tested in October 1940, though without an exhaust nozzle. It was bench-tested at the end of January 1941 to a maximum thrust of 430 kgf, and work continued to increase the thrust, the RLM contract having set a minimum of 600 kgf thrust.

Vibration problems with the compressor stators, originally cantilevered from the outside, delayed the program at this point. Max Bentele, as an Air Ministry consulting engineer with a background in turbocharger vibrations, assisted in solving the problem. The original aluminium stators were replaced with steel ones in which configuration the engine developed 5.9 kN in August, and passed a 10-hour endurance run at 9.8 kN in December. The first flight test took place on March 15, 1942, when a 004A was carried aloft by a Messerschmitt Bf 110 to run up the engine in flight. The 004 used an eight-stage axial-flow compressor, with six straight-through combustion chambers (made from sheet steel), and a one-stage turbine with hollow blades.

On July 18, one of the prototype Messerschmitt Me 262s flew for the first time under jet power from its 004 engines, and the 004 went into production with an order from the RLM for 80 engines.

The initial 004A engines built to power the Me 262 prototypes had been built without restrictions on materials, and they used scarce raw materials such as nickel, cobalt, and molybdenum in quantities which were unacceptable in production. Franz realized that the Jumo 004 would have to be redesigned to incorporate a minimum of these strategic materials, and this was accomplished. All the hot metal parts, including the combustion chamber, were changed to mild steel protected by an aluminum coating, and the hollow turbine blades were produced from folded and welded Cromadur alloy (12% chromium, 18% manganese, and 70% iron) developed by Krupp, and cooled by compressed air "bled" from the compressor. The engine's operational lifespan was shortened, but on the plus side it became easier to construct. Production engines had a cast magnesium casing in two halves, one with half-sections of stator assemblies bolted to it. The four front stators were constructed from steel alloy blades welded to the mount; the rear five were pressed steel sheet bent over the mount and welded on. Steel alloy compressor blades dovetailled into slots in the compressor disk and were fixed by small screws. The compressor itself was mounted to a steel shaft with twelve set screws. Jumo tried a variety of compressor blades, beginning with solid steel, later hollow sheet metal ones, welded on the taper, with their roots fitted over rhomboidal studs on the turbine wheel, to which they were pinned and brazed.

One interesting feature of the 004 was the starter, designed by the German engineer Norbert Riedel, which consisted of a 10 hp 2-stroke flat engine behind the intake nose-cone. A hole in the front of the cone gave access to a manual pull-start if the electric starter motor failed. Two small gasoline/oil mix tanks were fitted within the upper perimeter of the annular intake's sheet metal housing for fuelling the starter. The Riedel was also used for starting the competing BMW 003 engine, and for Heinkel's more advanced HeS 011 "mixed-flow" compressor design.

The first production model of the 004B weighed 100 kg less than the 004A, and in 1943 had passed several 100-hour tests, with a time between overhauls of 50 hours being achieved.

Later in 1943 the 004B version suffered turbine blade failures which were not understood by the Junkers team. They focused on areas such as material defects, grain size and surface roughness. Eventually, in December, blade-vibration specialist Max Bentele was once again brought in during a meeting at the RLM headquarters. He identified that the failures were caused by one of the blades' natural frequencies being in the engine running range. His solution was to raise the frequency, by increasing the blade taper and shortening them by 1 millimetre, and to reduce the operating speed of the engine from 9,000 to 8,700 rpm.

It was not until early 1944 that full production could finally begin. These sorts of engineering detail challenges for the 109-004-series of jet engine designs, formed the setbacks that were the principal factor delaying the Luftwaffe's introduction of the Me 262 into squadron service.

Given the lower-quality steels used in the 004B, these engines had a service life of only 10–25 hours, perhaps twice this in the hands of a careful pilot. Another shortcoming of the engine, common to all early turbojets, was its sluggish throttle response. Worse, too much fuel could be injected into the combustion chambers by moving the throttle too quickly, causing the temperature to rise too far before the airflow increased to match the increased fuel. This overheated the turbine blades, and was a major cause for engine failures. Nevertheless, it made jet power for combat aircraft a reality for the first time.

The exhaust area of the engine used a a variable geometry nozzle known as a plug nozzle. The plug was nicknamed the Zwiebel (German for onion, due to its shape when seen from the side). The plug moved about 40 cm (16 inch) fore-and-aft, using an electric motor-powered rack-and-pinion, to change the exhaust cross-sectional area for thrust control.

The Jumo 004 could run on three types of fuel:
 * J-2, its standard fuel, a synthetic fuel produced from coal.
 * Diesel oil.
 * Aviation gasoline; not considered desirable due to its high rate of consumption.

Costing RM10,000 for materials, the Jumo 004 also proved somewhat cheaper than the competing BMW 003, which was RM12,000, and cheaper than the Junkers 213 piston engine, which was RM35,000. Moreover, the jets used lower-skill labor and needed only 375 hours to complete (including manufacture, assembly, and shipping), compared to 1,400 for the BMW 801.

Production and maintenance of the 004 was done at the Junkers works at Magdeburg, under the supervision of Otto Hartkopf. Completed engines earned a reputation for unreliability; the time between major overhauls (not technically a time between overhaul) was thirty to fifty hours, and may have been as low as ten, though a skilled flyer could double the interval. (The competing BMW 003's was about fifty.) The process involved replacing compressor blades, (which suffered the most damage, usually from ingesting stones and such, later known as fodding) and turbine blades damaged by the high thermodynamic loads. The Germans were known to use both specially designed wire-framed hemispherical cages and/or flat circular covers over the intakes to prevent ingestion of foreign matter into their aircraft jet engines' intakes while on the ground. The compressor and turbine blades' life could be extended by re-balancing the rotors during routine maintenance; the Riedel two-stroke starter engine and the turbojet's governor would also be examined and replaced as needed. Combustors required maintenance every twenty hours, and replacement at 200.

Between 5,000 and 8,000 004s were built; at the end of the Second World War, production stood at 1,500 per month. The Fedden Mission, led by Sir Roy Fedden, postwar estimated total jet engine production by mid-1946 could have reached 100,000 units a year, or more.

Postwar production

Following World War II, Jumo 004s were built in small numbers in Malešice in Czechoslovakia, designated Avia Avia M-04, to power the Avia S-92 which was itself a copy of the Me 262. Upgraded Jumo 004 copies were also built in the Soviet Union as the Klimov RD-10, where they powered the Yakovlev Yak-15 as well as many prototype jet fighters.

In France, captured 004s powered the Sud-Ouest SO 6000 Triton and the Arsenal VG-70.

Variants
(Data from: Kay, Turbojet: History and Development 1930–1960'': Volume 1: Great Britain and Germany

 * 109-004: $1/10$ scale (compressor power absorption) prototype engine, test-run with limited success.
 * 109-004A: Full-scale prototype and pre-production engines, powered early Messerschmitt Me 262 and Arado Ar 234 prototypes aircraft.
 * 109-004A-0: Pre-production engines for flight.

 * 109-004B: Production-series engines with reduced weight and strategic materials.
 * 109-004B-0: initial production standard engines, 1848 lbf thrust at 8,700 rpm.
 * 109-004B-1: modified compressor and turbine to reduce vibration and thrust increased to 1984 lbf.
 * 109-004B-2: Incorporating a new compressor to reduce vibration failures
 * 109-004B-3: A development model
 * 109-004B-4: Introduce air-cooled hollow turbine blades

 * 109-004C: A projected version with detail refinements giving 2205 lbf thrust, not built.
 * 109-004D: A refined 004B with two-stage fuel injection and a new fuel control unit, ready for production by the end of World War II.
 * 109-004D-4: Modified combustion system for increased thrust but reduced life, for testing only.

 * 109-004E: An 004D with exhaust area optimised for high altitude performance, 2646 lbf thrust with afterburning.
 * 109-004F: Possibly with Water or Water/Methanol injection.
 * 109-004G: Based on the 004C with an 11-stage compressor and 8 can combustion chambers for 3749 lbf.
 * 109-004H: A re-designed and enlarged version of the 004 with 11-stage compressor and 2-stage turbine, only reaching the design stage by war's end; projected to deliver 3970 lbf thrust at 6,600 rpm.
 * Avia M-04:Post-war production of the 004B in Czechoslovakia
 * RD-10: Designation used for both captured Jumo 004s and copies, built from 1945 onward by a team at 26 GAZ, headed by Klimov and at a captured underground factory near Dessau.

Variants table
Layout: A=axial flow compressor stages, C=can combustion chambers, T=turbine stages.

Applications

 * Arado Ar 234
 * Avia S-92: (Avia M-04) Czechoslovak-built Me 262 A-1a (fighter)
 * Avia CS-92: (Avia M-04) Czechoslovak-built Me 262 B-1a (fighter trainer, two seats)
 * Blohm & Voss P.188
 * Focke-Wulf Ta 183 Huckebein (intended for first prototypes only)
 * Gotha Go 229
 * Heinkel He 280
 * Heinkel He 162A-8
 * Henschel Hs 132
 * Horten H.IX
 * Junkers Ju 287 (first and second prototypes; intended for the fourth prototype as well as the Ju 287 A-2 and B-1 production versions)
 * Lavochkin La-150 (RD-10)
 * Messerschmitt Bf 110: Flying engine test-bed.
 * Messerschmitt Me 262
 * OKB-1 EF 131: Equipped with the Soviet-made RD-10 copy of the Jumo 004
 * Yakovlev Yak-Jumo: precursor to the Yakovlev Yak-15 powered with captured 004s

Surviving engines
A number of examples of the Jumo 004 turbojet exist in aviation museums and historical collections in North America, Europe and Australia, including;

 * Aeronautical Museum Belgrade, one Jumo 004
 * Australian National Aviation Museum, Moorabbin Airport, Melbourne, Victoria, Australia; ANAM displays a single detached Jumo 004
 * Deutsches Museum, Munich, Germany; The museum displays a Jumo 004B, built in 1944
 * The Imperial War Museum Duxford, Cambridge, United Kingdom; Displays a sectioned Jumo 004 engine.
 * Luftfahrt-Museum Laatzen-Hannover, Hannover, Germany; Offering the pre-production model Jumo 004A and a cutaway model of the later Jumo 004B besides a diverse collection of aircraft.
 * National Air and Space Museum (NASM) of the Smithsonian Institution, Washington D.C., USA; NASM is in possession of two Jumo 004s, a complete engine (on display as of 2020) and a 'cutaway' engine (not on display or is in storage as of 2020)
 * National Museum of the United States Air Force, Wright-Patterson Air Force Base, Dayton, Ohio, USA; NMUSAF displays one detached Jumo 004, along with one of the few surviving Me 262s (which still retains its two 004 engines)
 * New England Air Museum, Bradley International Airport, Windsor Locks, CT, USA; NEAM displays a 'cutaway' engine on-loan from the NMUSAF
 * The Flying Heritage & Combat Armor Museum, located at Paine Field in Everett, Washington is currently restoring an Me 262 and her accompanying Jumo 004 engines to airworthy condition. The 004s have been re-tooled to allow for greater fatigue resistance and, therefore, a longer overall engine life. As of October 2019, the restored 262 has successfully performed taxiway testing under the power of her 004 engines
 * The South African Air Force Museum, located at Ysterplaat, Cape Town. Partly sectioned Jumo 004

title: Junkers Jumo 004


text:
Talk:Political family

Kim
No mention of the Kim dynasty in DPRK? SigPig2 (talk)

title: Talk:Political family


text:
Rebel Rabbit

Rebel Rabbit is a 1949 Warner Bros. Merrie Melodies animated short directed by Robert McKimson. The cartoon was released on April 9, 1949, and features Bugs Bunny.

In the film, Bugs finds the insignificant bounty on rabbits to be offensive. He is informed that rabbits are considered harmless. He sets out to prove how dangerous he can be, by vandalizing monuments and landmarks throughout the United States. He is soon targeted by the entire War Department. He starts serving a prison sentence in Alcatraz Island, while trying to figure out whether he overdid it.

Plot
Bugs notices high bounties on various animals: $50 on foxes, $75 on bears, but then he becomes offended by the two-cent bounty on rabbits. Bugs has himself mailed to Washington, D.C., where a supercilious game commissioner explains that the bounty is so low because, while foxes and bears are "obnoxious" animals who damage property, "rabbits are perfectly harmless." Bugs vows to prove that "A rabbit can be more obnoxious than anybody!" and after squirting the official's face with an ink pen, storms out, slamming the game commissioner's door so hard that the glass shatters.

Bugs begins his campaign of direct action by attacking a guard on the leg with his own billy club. From there, he pulls stunts like renaming Barney Baruch's private bench to "Bugs Bunny" bench, painting barbershop pole stripes on the Washington Monument, and rewiring the lights in Times Square to read "BUGS BUNNY WUZ HERE".

Various newspapers comment about Bugs' actions as he goes to Buffalo, New York and shuts down Niagara Falls (revealing a faucet above and some barrels beneath it). Bugs then sells the entire island of Manhattan back to the Native Americans and is shown walking through it wearing a stereotypical feathered headdress and smoking a peace pipe, asiding to the audience "Ehh, they wouldn't take it until I threw in a set of dishes". Afterwards, Bugs saws Florida off from the rest of the country and quotes "South America, take it away!" Bugs then wonders what other kind of devilry he can commit. Bugs heads to Panama and swipes all the locks off the Panama Canal, which are represented as actual locks as he yells "I got 'em! I got 'em!". Bugs then heads to Arizona where he fills up the Grand Canyon. He then concludes his campaign by literally tying up railroad tracks.

An outraged bombastic Southern Senator Claghorn–esque Congressman speaks before the United States Congress and demands that they take action against Bugs, but is interrupted by Bugs who emerges from the congressman's hat, slaps him and gives him a mocking kiss. The cartoon then shows live-action footage of the entire War Department mobilizing against him. Tanks come rumbling out of their garages, soldiers pour out of barracks, the US Horse Cavalry, tanks and jet planes charge toward Bugs and bugles blow as the news of this is shown.

Bugs, now satisfied with the $1 million bounty on his head (although the bounty is for him specifically, not rabbits in general), has his Tarzan yell interrupted by the whole US Army coming after him, much to his horror. Bugs then dives into a fox hole as artillery shells surround the foxhole. Bugs then says, "Ehh, could it be that I carried this thing too far?" just as the shells explode. It then cuts to Alcatraz Island where Bugs, in his jail cell, finally remarks "Ehhh, could be...!"

Home media
The uncut short is available on the Looney Tunes Golden Collection: Volume 3 DVD set.

title: Rebel Rabbit


text:
William Harcourt (politician)

Sir William George Granville Venables Vernon Harcourt, (14 October 1827 – 1 October 1904) was a British lawyer, journalist and Liberal statesman. He was Member of Parliament for Oxford, Derby then West Monmouthshire and held the offices of Home Secretary and Chancellor of the Exchequer under William Ewart Gladstone before becoming Leader of the Opposition. A talented speaker in parliament, he was sometimes regarded as aloof and possessing only an intellectual involvement in his causes. He failed to engender much emotional response in the public and became only a reluctant and disillusioned leader of his party.

Historian Roy Jenkins says he was "too much of a party man. In manner and by origin he was a patrician figure, but he saw most issues exclusively in terms of parliamentary infighting… His views were usually much more of a reaction to what his political enemies, in the other party and in his own, were saying than the result of any objective thought. He inspired considerable loyalty among his followers – the Great Gladiator he was sometimes enthusiastically called – but his colleagues, partly as a result of his execrable temperament and his bullying… found him a difficult man with whom to work."

Family and ancestry
Harcourt was the second son of Canon William Vernon Harcourt, a scientist and owner of Nuneham Park, Nuneham Courtenay, Oxfordshire and his wife Matilda Mary, daughter of Colonel William Gooch. His father was the fourth son and eventually heir of Edward Harcourt, Archbishop of York and his wife Lady Anne Leveson-Gower. Anne was a daughter of Granville Leveson-Gower, 1st Marquess of Stafford and kinswoman Lady Louisa Egerton. Her maternal grandparents included Scroop Egerton, 1st Duke of Bridgewater and Rachel. Rachel was a daughter of Wriothesley Russell, 2nd Duke of Bedford and the rich heiress Elizabeth, daughter of John Howland of Streatham. William was, due to the family's appendage of a surname to recognise an inheritance, born a Vernon, and his position as a senior heir in the landed Vernon and Harcourt was emphasised by his link to many of the greater English houses, a fact of which he was proud. In later life his descent from the Plantagenets was a joke among his political opponents.

His probate was sworn in the year he died (when he was resident at Nuneham Park and at Malwood in Hampshire) then resworn, over £3000 upward, at ninepence short of GB£190265 1904.

Education and early life
William's childhood was an austere one, educated at home by a Swiss governess, he was sent to a private school at Southwell, Nottinghamshire, when he was eight. William's father denied him a public school education, sending him to be educated in classics at the small class of Rev. John Owen Parr. In 1840, Parr moved to Preston and William witnessed the Preston bread riots there in 1842. He left Parr in 1844 and, after two more years' study at home, William entered Trinity College, Cambridge, to pursue his interest in mathematics. At Cambridge he became an Apostle, and graduated with first-class honours in the classics tripos in 1851, but he did not enjoy the mathematics, graduating only senior optime.

At Cambridge, William rejected his family's Tory instincts and began to write for the Morning Chronicle in support of Sir Robert Peel. William's father encouraged him to seek a Cambridge fellowship or a career in politics but William chose law and journalism. He entered Lincoln's Inn in 1852 and was called to the bar at the Inner Temple in 1854.

He quickly made his mark as a speaker, his reception into London society being eased by his uncle George Harcourt and aunt Frances Waldegrave. From 1855 William started to write for the Saturday Review, becoming increasingly a follower of William Ewart Gladstone and an opponent of Lord Palmerston. He practised in railway law, commentating, especially in The Times on international law. In 1862, he wrote some famous letters to The Times over the signature of "Historicus," supporting Britain's neutrality in the American Civil War and condemning the widespread public sympathy for the Confederate States. He also wrote on the Trent Affair and the Alabama controversy. He became a Queen's Counsel in 1866, and was appointed Whewell professor of international law at the University of Cambridge in 1869.

Political career
Harcourt entered parliament as Liberal member for Oxford, and sat from 1868 to 1880, being appointed Solicitor General and knighted in 1873. He was re-elected in the Liberal victory at the 1880 United Kingdom general election and, though he had not been a strong supporter of Gladstone in opposition, he was appointed Home Secretary. A mandatory re-election was then required on acceptance of such an office and Harcourt was defeated by Alexander William Hall by just 54 votes. Though Hall was then unseated for political corruption, a seat was found for Harcourt at Derby, by the voluntary retirement of Samuel Plimsoll. He continued to co-represent Derby until 1895, when, having been defeated, he found a seat in West Monmouthshire. His name became connected with the passing of the Ground Game Act 1880 and the Arms (Ireland) Act 1881. As Home Secretary at the time of the Phoenix Park killings and the subsequent London bombings he reacted rapidly, and the Explosive Substances Act 1883 was passed through all its stages in the shortest time on record. His robust stand on law and order brought him into conflict with the Irish members. In 1884 he introduced an aborted bill for unifying the municipal administration of London. and led the demand for a prosecution in the survival cannibalism case of Dudley and Stephens, but also advised the Queen to grant clemency, to six months' in prison. In 1885 he similarly saw commutation of John 'Babbacombe' Lee's death penalty to life imprisonment after his execution failed three times. He was further the victim of the embarrassing stunts of the Harcourt interpolation and the Home Office Baby.

Chancellor of the Exchequer
He was recognised as one of the ablest and most effective leaders of the Liberal party and when, after a brief interval in 1885, Gladstone returned to office in 1886, Harcourt was made Chancellor of the Exchequer, an office which he again filled from 1892 to 1895. Between 1880 and 1892 Harcourt acted as Gladstone's political deputy. A first-rate party fighter, his services were of huge value. However, in spite of his great success as a platform speaker, he was generally felt to be speaking from an "advocate's brief", and did not impress the public as a conviction politician. It was he who coined the phrase about "stewing in Parnellite juice", and, when the split came in the Liberal party on the Irish question, even those who gave Gladstone and John Morley the credit of being convinced Home Rulers could not be persuaded that Harcourt had followed anything but the line of party expediency. In 1894 he introduced and carried a memorable budget, which equalised the death duties on real and personal property. After Gladstone's retirement in 1894 and Lord Rosebery's selection as prime minister, Harcourt became the leader of the Liberal party in the House of Commons, but it was never probable that he would work comfortably in the new conditions. He had been ignored as Gladstone's successor, and it was evident that Rosebery's ideas of Liberalism and of the policy of the Liberal Party were not those of Harcourt. Their differences were patched up from time to time, but the combination was unstable. However the one significant legacy of the government was the introduction of a high uniform rate of death duties in Harcourt's 1894 budget. Harcourt himself was a second son, and thus unlikely to ever have to pay such duties himself, so it was often quipped that this introduction was a "second son's revenge". However, this proved to not be the case, when Harcourt inherited the Nuneham Park estate in Oxfordshire.

Leader of the Opposition
At the 1895 elections it was clear that there were divisions as to what issue the Liberals were fighting for. The effect of Harcourt's aborted Local Veto Bill, which would have given parishes the right to vote on the closure of all local public houses, on the election was seen not only in his defeat at Derby, which gave the signal for the Liberal rout, but in the set-back it gave to temperance legislation. Though returned for West Monmouthshire (1895, 1900), Harcourt's speeches in debate only occasionally showed his characteristic spirit, and it was evident that for the hard work of opposition he no longer had the same motivation as of old. In October 1896 Gladstone, in his last public speech, called for action to support the Armenians who were being massacred by their Ottoman rulers. Harcourt backed Gladstone but Rosebery used the incident as an excuse to resign as Leader of the Opposition and Harcourt became an unenthusiastic leader.

During Harcourt's period as leader of the Liberal party in the House of Commons, the all-House enquiry into the failed Jameson Raid took place. Harcourt's performance in the enquiry disillusioned sections of the Liberal party, as the Opposition let the Conservative government off the hook by not exposing the involvement of the Colonial Secretary Joseph Chamberlain in the raid's genesis and preparation, Harcourt instead settling for censure of the Prime Minister of the Cape Colony, Cecil Rhodes.

In December 1898 the crisis arrived and, with Morley, Harcourt retired from the party and resigned his Leadership of the Opposition, alleging as his reason, in letters to Morley, the cross-currents of opinion among his old supporters and former colleagues. The split excited considerable comment, and resulted in much heart-searching and a more or less open division between the section of the Liberal party following Rosebery and those who disliked his imperialism.

Though now a private member, Harcourt still continued to assert his independent position, and his attacks on the government were no longer restrained by any deference to Liberal Imperialism. He actively intervened in 1899 and 1900, strongly condemning the government's financial policy and their attitude towards the Transvaal. Throughout the Second Boer War he lost no opportunity of criticising the South African developments in a pessimistic vein. A great parliamentary debater, he sprinkled his speeches with humour. From 1898 to 1900 he was conspicuous, both on the platform and in letters to The Times, in demanding active measures against Ritualism in the Church of England. However, his attitude in this was reflected in his political advocacy of disestablishment. In March 1904, just after he had announced his intention not to seek election again to parliament, he succeeded, by the death of his nephew, to the family estates at Nuneham. He found that the estate was in crisis, especially after having to pay the death duties he himself had introduced, and he died suddenly there in the same year.

Harcourt was offered a peerage in 1902 but he declined it in order to stay in the House of Commons, and to allow his son to advance his political career.

Marriages and children
On 5 November 1859, Harcourt married his first wife Maria Theresa Lister, known as Therese. She was a daughter of novelist Thomas Henry Lister and Lady Maria Theresa Villiers. They had two children:

 * Julian Harcourt (6 October 1860 – 2 March 1862).
 * Lewis Harcourt, 1st Viscount Harcourt (31 January 1863 – 24 February 1922). Originally christened Reginald, but rechristened at the age of two months. Lewis Harcourt served as Private Secretary to his father and later became a prominent politician in his own right, most notably as Secretary of State for the Colonies from 1910 to 1915.

His first wife died on 1 February 1863, only a day after giving birth to their second and last son. Harcourt remained a widower for thirteen years. On 2 December 1876, he married his second wife Elizabeth Cabot Motley. Elizabeth was a daughter of American historian John Lothrop Motley and his wife Mary Benjamin. Her maternal uncle Park Benjamin was a patent lawyer and writer on scientific subjects. She had been previously married to naval officer Thomas Poynton Ives. Ives was among the casualties of the American Civil War. By this second marriage, Harcourt had his third and final son:

 * Robert Harcourt (born 7 May 1878). He married Marjorie Laura Cunard. Their daughter Mary Elizabeth Harcourt married Ian Rochfort Johnston, a Commander of the Royal Navy.

Popular culture

 * Harcourt was the subject of several parody novels based on Alice in Wonderland, such as Caroline Lewis's Clara in Blunderland (1902) and Lost in Blunderland (1903).,

title: William Harcourt (politician)


text:
William Vernon Harcourt

William Vernon Harcourt may refer to:

 * William Vernon Harcourt (scientist) (1789–1871), father of the politician, and founder of the British Association for the Advancement of Science
 * William Vernon Harcourt (politician) (1827–1904), son of the scientist, and Chancellor of the Exchequer

title: William Vernon Harcourt


text:
Shower-curtain effect

The shower-curtain effect in physics describes the phenomenon of a shower curtain being blown inward when a shower is running. The problem of identifying the cause of this effect has been featured in Scientific American magazine, with several theories given to explain the phenomenon but no definite conclusion.

The shower-curtain effect may also be used to describe the observation how nearby phase front distortions of an optical wave are more severe than remote distortions of the same amplitude.

Buoyancy hypothesis
Also called chimney effect or stack effect, observes that warm air (from the hot shower) rises out over the shower curtain as cooler air (near the floor) pushes in under the curtain to replace the rising air. By pushing the curtain in towards the shower, the (short range) vortex and Coandă effects become more significant. However, the shower-curtain effect persists when cold water is used, implying that this is not the sole mechanism.

Bernoulli effect hypothesis
The most popular explanation given for the shower-curtain effect is Bernoulli's principle. Bernoulli's principle states that an increase in velocity results in a decrease in pressure. This theory presumes that the water flowing out of a shower head causes the air through which the water moves to start flowing in the same direction as the water. This movement would be parallel to the plane of the shower curtain. If air is moving across the inside surface of the shower curtain, Bernoulli's principle says the air pressure there will drop. This would result in a pressure differential between the inside and outside, causing the curtain to move inward. It would be strongest when the gap between the bather and the curtain is smallest, resulting in the curtain attaching to the bather.

Horizontal vortex hypothesis
A computer simulation of a typical bathroom found that none of the above theories pan out in their analysis, but instead found that the spray from the shower-head drives a horizontal vortex. This vortex has a low-pressure zone in the centre, which sucks the curtain.

David Schmidt of the University of Massachusetts was awarded the 2001 Ig Nobel Prize in Physics for his partial solution to the question of why shower curtains billow inwards. He used a computational fluid dynamics code to achieve the results. Professor Schmidt is adamant that this was done "for fun" in his own free time without the use of grants.

Coandă effect
The Coandă effect, also known as "boundary layer attachment", is the tendency of a moving fluid to adhere to an adjacent wall.

Condensation
A hot shower will produce steam that condenses on the shower side of the curtain, lowering the pressure there. In a steady state the steam will be replaced by new steam delivered by the shower but in reality the water temperature will fluctuate and lead to times when the net steam production is negative.

Air pressure
Colder dense air outside and hot less dense air inside causes higher air pressure on the outside to force the shower curtain inwards to equalise the air pressure, this can be observed simply when the bathroom door is open allowing cold air into the bathroom.

Solutions
Many shower curtains come with features to reduce the shower-curtain effect. They may have adhesive suction cups on the bottom edges of the curtain, which are then pushed onto the sides of the shower when in use. Others may have magnets at the bottom, though these are not effective on acrylic or fiberglass tubs.

It is possible to use a telescopic shower curtain rod to block the curtain on its lower part and to prevent it from sucking inside.

Hanging the curtain rod higher or lower, or especially further away from the shower head, can reduce the effect. A convex shower rod can also be used to hold the curtain against the inside wall of a tub.

A weight can be attached to a long string and the string attached to the curtain rod in the middle of the curtain (on the inside). Hanging the weight low against the curtain just above the rim of the shower pan or tub makes it an effective billowing deterrent without allowing the weight to hit the pan or tub and damage it.

There are a few alternative solutions that either attach to the shower curtain directly, attach to the shower rod or attach to the wall.

title: Shower-curtain effect


text:
Cubana

Cubana may refer to:

 * Cubana de Aviación, an airline of Cuba
 * Cubana, West Virginia, a town in the United States

title: Cubana


text:
Talk:Jobriath

NPOV
This page could do with an NPOV edit quercus robur 09:31, 14 Dec 2003 (UTC)
 * That and some clarification. For example, what is this Wanamaker's?  -- Merovingian  ✍  Talk  13:33, Aug 30, 2004 (UTC)
 * And what was the guy's rn? Lee M 23:18, 26 Jun 2005 (UTC)
 * I don't think I've yet seen a Wiki article this poorly written.
 * In particular, the phrase "Jobriath himself drifted off into a strange, private hell of gender contortions." is just too overwrought for words, nevermind seemingly a tad dubious in its assertion. Unfortunately, I'm not familiar enough with Jobriath's biography to fix it competently.  --Yst 18:19, 4 February 2006 (UTC)
 * The article also could have few copy-violations, unless the articles I've seen have been taken from wikipedia. The articles that have had been taken from were obviously written in a none wiki style. When I've got a bit of free time I'll work on it. I sort of understand what the phrase above is getting at in relation to Jobriath but it is a very dubious statement. Englishrose 20:09, 4 February 2006 (UTC)

Fair use rationale for Image:JobriathCreatures.jpg
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Fetish in plastic
Did he have a fetish in clear plastic? He's the only music star who wears a lot of custom clear vinyl clothing.Allyn (talk) 03:22, 3 September 2008 (UTC)
 * Right. Unlike Lady Gaga, or Britney Spears before that, or Dale Bozzio before that? Temp4590 (talk) 14:02, 28 December 2013 (UTC)
 * Thank you for pointing that out to me. I did not know about Dale and Britney. Good catch! Now I wonder if Jobriath caught the idea from them or came upon it himself as I did with my own home made clothing. Allyn (talk) 01:06, 16 March 2015 (UTC)
 * Hello ? Jobriath died in 1983, when Britney was two. Bozzio started in the music business in 1976, two years after Jobriath's final album. Do the math. 86.8.131.225 (talk) 15:26, 13 December 2015 (UTC)

Conflict of interest?
In years past I have had a link (in the external references section of the Jobriath wiki article) to my page on Jobriath. It is a memoir of him. I'm unable to understand how this is a COI. It's at least as neutral as Hayden Wayne's memoir (Hayden was Jobriath's associate, and hence also "close" to him), or the other links. I am Jobriath's half-brother and am interested in posting my recollections of him so people can read that. Please don't be mean, just help me understand how I'm violating policy. I know the other people whose links appear in the external links section. My page is like theirs.Williepee (talk) 23:47, 8 July 2011 (UTC) — Preceding unsigned comment added by Williepee (talk • contribs) 22:35, 8 July 2011 (UTC)
 * Conflict of interest comes when someone adds a link to their own web site. If other people think it's valuable, they may add it. -67.39.251.254 (talk) 19:43, 26 September 2011 (UTC)

Magnuson's tribute EP is no longer just forthcoming - released in 2012
It's out already. Details: http://musicbrainz.org/release/386022c4-8a4c-4336-a9f7-ddd63acc2d55 Temp4590 (talk) 14:04, 28 December 2013 (UTC)

External links modified
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External links modified
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Attn: not sure why my edits re: the $500k recording contract were rolled back, this is pure nonsense as Jerry Brandt & Jac Holtzman both stated in the Jobriath AD doc that the amount was $30,000 - $50,000 (NOT $500k) - please roll back the edit since you failed to acknowledge this is factual info. — Preceding unsigned comment added by 2603:3003:501:6000:C966:297A:4BFC:97CA (talk) 21:56, 28 September 2022 (UTC)

NYT profile
"Overlooked no more" profile: might be useful. --- Possibly (talk) 22:31, 14 June 2021 (UTC)

title: Talk:Jobriath


text:
User:Goku1989

Hey I'm goku1989 (Don't laugh that's been my name for everything). Well, I'm 14 years old and I live in Australia (I'd just like to apologise for Steve Irwin ^_^). I attend a swanky grammar school in Brisbane, Queensland and I'm generally very interested in computers, comics, anime and music. I'm generally a fountain of information on computer games especially First-Person-Shooters and Role Playing Games and almost all articles I edit are to do with games, old or new.

Cyaz -=Goku1989=-

title: User:Goku1989