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North American F-6 'Queenie'

North American F-6 'Queenie'

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North American F-6 'Queenie'

This picture shows us the North American F-6C-5-NT 42-103754 'Queenie'. Note that there is no camera in the position behind the pilot, but a camera position can be seen in the rear fuselage.

Many thanks to Robert Bourlier for sending us this photograph.

Organisation information






The Magical Congress of the United States of America (often abbreviated MACUSA) was the magical body in charge of governing the wizarding community of the United States of America. Β] It was led by the President of the Magical Congress of the United States of America. Unlike the No-Maj United States Congress, which is divided into a House of Representatives and a United States Senate, the MACUSA was unicameral. Γ] The MACUSA was located within the Woolworth Building in downtown New York City. Δ]


Hotfix information

A supported hotfix is now available from Microsoft. However, it is only intended to correct the problem that is described in this article. Apply it only to systems that are experiencing this specific problem. This hotfix may receive additional testing. Therefore, if you are not severely affected by this problem, we recommend that you wait for the next Microsoft Dynamics NAV 2009 service pack or the next Microsoft Dynamics NAV version that contains this hotfix.

Note In special cases, charges that are ordinarily incurred for support calls may be canceled if a Technical Support Professional for Microsoft Dynamics and related products determines that a specific update will resolve your problem. The usual support costs will apply to additional support questions and issues that do not qualify for the specific update in question.

Installation information

Microsoft provides programming examples for illustration only, without warranty either expressed or implied. This includes, but is not limited to, the implied warranties of merchantability or fitness for a particular purpose. This article assumes that you are familiar with the programming language that is being demonstrated and with the tools that are used to create and to debug procedures. Microsoft support engineers can help explain the functionality of a particular procedure, but they will not modify these examples to provide added functionality or construct procedures to meet your specific requirements.

Note Before you install this hotfix, verify that all Microsoft Navision client users are logged off the system. This includes Microsoft Navision Application Services (NAS) client users. You should be the only client user who is logged on when you implement this hotfix.

To implement this hotfix, you must have a developer license.

We recommend that the user account in the Windows Logins window or in the Database Logins window be assigned the "SUPER" role ID. If the user account cannot be assigned the "SUPER" role ID, you must verify that the user account has the following permissions:

The Modify permission for the object that you will be changing.

The Execute permission for the System Object ID 5210 object and for the System Object ID 9015 object.

Note You do not have to have rights to the data stores unless you have to perform data repair.

Code changes

Note Always test code fixes in a controlled environment before you apply the fixes to your production computers.
To resolve this problem, follow these steps:

Remove the LOCAL property from the following procedures in the Copy Document Mgt. codeunit (6620) as follows:
Existing code 1

Add the following local variables in the CopyLinesToDoc procedure in the Sales History Copy Line Mgt. codeunit (7172) as follows:

Change the code in the CopyLinesToDoc procedure in the Sales History Copy Line Mgt. codeunit (7172) as follows:
Existing code 1

Change the code in the CopyLine procedure in the Sales History Copy Line Mgt. codeunit (7172) as follows:
Existing code

Add the following local procedure in the Sales History Copy Line Mgt. codeunit (7172) as follows:


You must have one of the following products installed to apply this hotfix:

The North American version of Microsoft Dynamics NAV 2009 R2

The North American version of Microsoft Dynamics NAV 2009 Service Pack 1

Removal information

You cannot remove this hotfix.

Robotic Thoracic Surgery Offers Loma Linda University Patients Minimally Invasive Options

Chest surgeons at Loma Linda University Health are the region’s pioneers in combining human skill with advanced technology by wielding surgical robots since 2018 to optimize already 250 patients’ experiences and outcomes from certain chest surgeries. “Loma Linda University Health is the first and only medical center in the Inland Empire to provide patients with this advantageous option for robotic thoracic surgery,” says Nguyen Le, M.D., FACS, a robotic chest surgeon at LLU.

Louisiana Purchase Negotiations

France was slow in taking control of Louisiana, but in 1802 Spanish authorities, apparently acting under French orders, revoked a U.S.-Spanish treaty that granted Americans the right to store goods in New Orleans.

In response, Jefferson sent future U.S. president James Monroe to Paris to aid Livingston in the New Orleans purchase talks. In mid-April 1803, shortly before Monroe’s arrival, the French asked a surprised Livingston if the United States was interested in purchasing all of Louisiana Territory.

It’s believed that the failure of France to put down a slave revolution in Haiti, the impending war with Great Britain and probable British naval blockade of France – combined with French economic difficulties – may have prompted Napoleon to offer Louisiana for sale to the United States.

Known Legilimens

The P-51 Mustang Made a Korean War Comeback

The public mostly remembers the North American P-51 Mustang as the fighter plane that protected Allied bombers over Germany and Japan during World War.

The public mostly remembers the North American P-51 Mustang as the fighter plane that protected Allied bombers over Germany and Japan during World War II. Overshadowed by newer jet fighters by the time war broke out in Korea in 1950, the re-designated F-51’s relative technological backwardness became a qualified blessing for close air support and battlefield interdiction sorties against the Korean People’s Army.

Warren Thompson’s new book F-51 Mustang Units of the Korean War focuses on the veteran fighter’s role in Korea, and also exposes the plane’s little-known history with Australia, South Africa and the Republic of Korea.

North Korea’s invasion of the South on June 25, 1950 startled the U.S. military in the Far East, which was enfeebled by post-World War II demobilization. The only U.S. warplanes in the region were F-82G Twin Mustangs and F-80C Shooting Stars operating from Japan.

While these aircraft did a commendable job conducting reconnaissance and ground attack and covering the evacuation of U.S. nationals from the war zone, there were not enough of them to go around. Additionally, the F-80Cs’ high fuel consumption, limited bomb pylon slots and the long flight transit from Japan to Korea constrained their loiter time over the battlefield to mere minutes.

The F-51D Mustang, which by 1950 was predominantly assigned to Air National Guard and Reserve squadrons based in the continental United States, turned out to be the ideal aircraft for relieving the pressure on the United Nations forces. The Mustang’s long operating range and endurance, which had served it so well in World War II now allowed it to roam over the battlefield for a more protracted time than the F-80C was capable of.

Unlike the newer jet fighters, the F-51D was more tolerant of the rough, improvised air fields typical to Korea – so they didn’t have to spend hours flying back and forth from air bases in Japan. In addition to its six .50 caliber machine guns, the Mustang could sling a respectable array of napalm, bombs and anti-vehicle rockets under its wings.

As Thompson explains, in the first month of the North Korean invasion the only F-51s within Korea were 10 which the ROK Air Force was using for training its first combat pilots. American pilots, many of whom were transitioning to the F-80C, were put back in their previous mounts alongside B-26B Invaders and U.S. Navy F4U Corsairs that were joining the battle to hold back the KPA.

Meanwhile, the U.S. Air Force was busy harvesting as many F-51s as it could from United States-based squadrons and hastily packing them on the aircraft carrier USS Boxer for delivery to the war zone. Upon their arrival, the Mustangs immediately launched harassing raids upon the hordes of KPA troops and T-34/85 tanks that were squeezing the U.N. forces around the Pusan perimeter.

At top — ROKAF F-51Ds. Above — A U.S. Air Force F-51D in Korea. Below — F-51Ds on the USS Boxer en route to Korea. All photos via Wikimedia Commons

Thompson describes how several problems cropped up during this phase of the war for the Mustangs and their crews. Conditions at Korean airfields were, plainly speaking, hellish. The blazing summer turned Pohang airfield, on the eastern side of the Pusan perimeter, into an open air sweatshop for pilots and ground crews who subsisted on C rations and tepid water rendered distasteful by purification tablets, while sticky dust choked up the Mustangs’ engines and fuel lines.

Targeting the advancing KPA was difficult owing to the presence of civilian refugees using the same roads as their pursuers.

Punishing attacks inflicted by U.N. air power forced the KPA to restrict troop movements to nighttime and to camouflage soldiers and equipment with any available cover — sometimes by driving tanks into houses or haystacks. Of all the various ordnance types the Mustangs used, KPA troops feared napalm the most.

F-51 pilots from the 51st Fighter Interceptor Squadron employed hybrid napalm — thermite bombs that melted the rubber right off tank road wheels.

After the Americans’ successful amphibious assault on Inchon, the F-51D squadrons aided the pursuit of the retreating KPA into North Korea — but their casualties spiked. Ground fire was the primary threat to F-51s owing to the fragility of their Merlin engines. Chinese MiG-15 jets flying out of Manchurian sanctuaries posed an additional hazard from November 1950 onward.

The speedy Soviet jet’s 23-millimeter and 37-millimeter cannons out-ranged the Mustang’s own machine guns and could critically maim most aircraft with a single explosive hit. Over-matched in almost every way, the only way for a Mustang pilot to survive was to turn into the oncoming MiG and fly straight under its flight path and escape.

North Korean Yakovlev Yak-9s fighters were more manageable adversaries for the F-51D. The Yak-9 was a capable fighter that, like the Mustang, had proved itself in battle against the Germans during World War II. Its lightweight construction allowed it to climb faster than the F-51D and out-turn the American plane. But the American pilots were more skilled than their North Korean rivals and U.N. fighter jets helped protect the F-51Ds from the Yaks when the weather was clear.

Thompson’s book offers a fascinating look at at the Mustang’s service with Australia’s No. 77 Squadron, South Africa’s No. 2 Squadron and the Republic of Korea Air Force. The Royal Australian Air Force employed F-51Ds for just nine months between July 1950 and April 1951 prior to replacing them with Gloster Meteor jet fighters. The Australians lost 10 pilots killed in action and four more to accidents. Before assisting other U.N. forces in hammering KPA hordes around Pusan, the Aussie F-51s escorted American B-29s razing Yonpo airfield.

South Africa’s tenure with the aircraft began in November 1950, when the Africans flew their first combat missions from Pyongyang. Their losses totaled 12 killed in action and 30 missing.


The differences between American and British thread forms became a painful problem during the Second World War, especially in manufacturing and repairing airplane engines. In 1948 representatives of Britain, Canada and the United States agreed on a Unified Standard.

In the compromise the British accepted the 60° thread angle, and the Americans accepted rounded roots and optionally rounded crests. Five classes of fit were defined. The new fasteners continued to fit, for most practical purposes, ones manufactured under the old American National Standards. NC became UNC, NF became UNF, etc.

The UNS series is a catch-all category for threads which have the American Standard form, but whose pitches are not in the Unified Coarse (UNC) or Unified Fine (UNF) series.


Counties: Bourbon, Brown, Butler, Chautauqua, Cherokee, Cheyenne, Clark, Clay, Cloud, Cowley, Decatur, Dickinson, Doniphan, Edwards, Ellsworth, Finney, Ford, Franklin, Gove, Gray, Greenwood, Hamilton, Harper, Harvey, Haskell, Hodgeman, Jackson, Jefferson, Jewell, Johnson, Kearny, Kingman, Labette, Lane, Logan, Lyon, Marion, Marshall, Meade, Mitchell, Montgomery, Nemaha, Neosho, Osage, Osborne, Ottawa, Pawnee, Phillips, Pottawatomie, Pratt, Rawlins, Reno, Republic, Rice, Roosk, Rush, Russell, Saline, Scott, Sedgwick, Seward, Shawnee, Sheridan, Sherman, Smith, Stafford, Stanton, Stevens, Sumner, Thomas, Tooawa, Trego, Wabaunsee, Washington, Wichita, Wilson, Woodson, Wyandotte

Townships and Cities: Atchinson, Chanute, Coffeyville, Emporia, Fort Scott, Hutchinson, Independence, Iola, Kansas City, Lawrence, Leavenworth, Newton, Ottawa, Parsons, Pittsburg, Salina, Topeka, Wichita

Historical Snapshot

More than 6,000 F-86s were manufactured by North American Aviation's Los Angeles, Calif., and Columbus, Ohio, divisions.

The first swept-wing airplane in the U.S. fighter inventory, the F-86 scored consistent victories over Russian-built MiG fighters during the Korean War, accounting for a final ratio of 10-to-1. All 39 United Nations jet aces won their laurels in Sabres.

Four models of the craft (F-86A, E, F and H) were day fighters or fighter bombers, while the F-86D, K and L versions were all-weather interceptors.

Successive models of the daylight versions &mdash all designed to destroy hostile aircraft in flight or on the ground &mdash were equipped with more powerful engines and armament systems that ranged from bombs and rockets to machine guns and cannon. All were rated in the 650-mph (1,046-kph) class with a 600-mile (966-kilometer) combat radius and a service ceiling of more than 45,000 feet (13,716 meters).

The three interceptor versions sported black radome noses, replacing the yawning jet intakes of the other models. The K model, manufactured in Turin, Italy, by Fiat, was flown by NATO forces. The F-86L had added equipment for use in conjunction with the U.S. Semi-Automatic Ground Environment (SAGE) defense system.

Forerunner of the operational Sabre was the XF-86, first flown Oct. 1, 1947, by North American Aviation test pilot George Welch. A few months later, Welch became the first pilot to fly the plane at Mach 1 in routine flight. Although technically rated as subsonic, the Sabre was no stranger to supersonic speeds.

Various models of the Sabre held world speed records for six consecutive years, setting five official records and winning several National Aircraft Show Bendix Trophies.

In September 1948, an F-86A set the Sabre's first official world speed record of 570 mph (917 kph). This mark was bettered in 1952 by an F-86D that flew at 698 mph (1123 kph). The D became the first model of a fighter to better its own record, in 1953, with a run of 715 mph (1151 kph).

The F-86E and subsequent models incorporated a unique control system, developed by North American, called the "all-flying tail." The F-86A contained a booster control system that called for the pilot to do part of the work of controlling the aircraft, whereas the newer system added full power-operated control for better maneuverability at high speeds. An "artificial feel" was built into the aircraft's controls to give the pilot forces on the stick that were still conventional but light enough for superior combat control.