#floatplane — Public Fediverse posts

The Blohm & Voss Ha 140 was a German multi-purpose seaplane first flown in 1937. It was intended for use as a torpedo bomber or long-range reconnaissance aircraft, but did not enter production.

Three prototypes were built and the design beat the competing Heinkel He 115. However, by then B&V did not have enough spare capacity and declined the order, which went to Heinkel instead.
https://www.destinationsjourney.com/historical-military-photographs/blohm-voss-ha-140/ #aviation #aeroplane #aircraft #airplane #luftwaffe #torpedobomber #seaplane #floatplane

The Blohm & Voss Ha 140 was a German multi-purpose seaplane first flown in 1937. It was intended for use as a torpedo bomber or long-range reconnaissance aircraft, but did not enter production.

Three prototypes were built and the design beat the competing Heinkel He 115. However, by then B&V did not have enough spare capacity and declined the order, which went to Heinkel instead.
https://www.destinationsjourney.com/historical-military-photographs/blohm-voss-ha-140/ #aviation #aeroplane #aircraft #airplane #luftwaffe #torpedobomber #seaplane #floatplane

The Blohm & Voss Ha 140 was a German multi-purpose seaplane first flown in 1937. It was intended for use as a torpedo bomber or long-range reconnaissance aircraft, but did not enter production.

Three prototypes were built and the design beat the competing Heinkel He 115. However, by then B&V did not have enough spare capacity and declined the order, which went to Heinkel instead.
https://www.destinationsjourney.com/historical-military-photographs/blohm-voss-ha-140/ #aviation #aeroplane #aircraft #airplane #luftwaffe #torpedobomber #seaplane #floatplane

The Blohm & Voss Ha 140 was a German multi-purpose seaplane first flown in 1937. It was intended for use as a torpedo bomber or long-range reconnaissance aircraft, but did not enter production.

Three prototypes were built and the design beat the competing Heinkel He 115. However, by then B&V did not have enough spare capacity and declined the order, which went to Heinkel instead.
https://www.destinationsjourney.com/historical-military-photographs/blohm-voss-ha-140/ #aviation #aeroplane #aircraft #airplane #luftwaffe #torpedobomber #seaplane #floatplane

The Blohm & Voss Ha 140 was a German multi-purpose seaplane first flown in 1937. It was intended for use as a torpedo bomber or long-range reconnaissance aircraft, but did not enter production.

Three prototypes were built and the design beat the competing Heinkel He 115. However, by then B&V did not have enough spare capacity and declined the order, which went to Heinkel instead.
https://www.destinationsjourney.com/historical-military-photographs/blohm-voss-ha-140/ #aviation #aeroplane #aircraft #airplane #luftwaffe #torpedobomber #seaplane #floatplane

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Flights to nowhere can be fun

I hadn’t planned on my brief visit to Vancouver for Web Summit’s second annual conference there to include any flying between my landing at Vancouver International Airport Monday and my departure from YVR Thursday morning. But sometimes, your event schedule has a gap just large enough for somebody to pilot a floatplane through.

That idea of taking an aerial tour of Vancouver got lodged in my head at Web Summit Vancouver last May–when I found myself distracted by aircraft departing from and arriving at Vancouver Harbour Flight Centre, next to the convention center and its bitmapped-orca Douglas Coupland sculpture.

And as I was nearing the end of my first five appointments on an overscheduled Tuesday, I realized that a) I had almost two hours before my next appointment and b) the weather looked ideal for flying, at least compared to Wednesday morning’s forecast of clouds and possibly rain. So I booked a 20-minute tour flight on Harbour Air’s site at what seemed a workable time before I had to walk a few blocks away for an offsite panel.

The flight on this 67-year-old de Havilland DHC-3T Turbine Otter was what I hoped and expected it to be, going from my experience taking a floatplane ride above Seattle out of Lake Union 13 years ago. Taking to the air and returning from it without solid ground below the wing feels like cheating at flying; being in a plane small enough where you can see the pilot adjust the controls and almost immediately see and feel the aircraft respond provides an extraordinary demonstration of aerodynamics at work; the views from a large and non-pressurized window maybe 1,000 feet above ground are magical.

(The timing of this particular flight was less than magical, in the sense that it seemed that Harbour consolidated its 3 and 3:15 p.m. tour flights into one that departed at 3:20 and then left me hustling to get to my panel. I’ll expand on my avoidable scheduling fail in this Sunday’s weekly recap.)

Avgeeks sometimes call out-and-back bookings like this “flights to nowhere,”1 and I’ve now taken enough of them to realize I may have a bit of a flying problem.

My introduction, as far as I can remember, took place at a 1997 air show at College Park’s airport–the oldest continuously-operated airfield in the world–at which I recall paying $20 in cash for a flight in what years-later searching suggests was a Stearman Model 75 Kaydet biplane.

I then went almost 16 years before the next such flight, my Lake Union joyride–and then followed that days later with a balloon excursion above Sonoma County, Calif., that remains my slowest-ever aviation experience.

2014 bought a work-related flight to nowhere, a hop out of Austin during SXSW on the inflight WiFi operator Gogo’s business jet. That company invited me to try out the ground-to-air connectivity on this Canadair CL-600 by texting people, so I taunted a friend on the ground with “I’m texting you from a private jet. How are you?” and got the reply I deserved.

I had another Gogo flight to AUS and back in 2016 on the 737-500 that Gogo had acquired in the meantime, on which I saw a travel journalist successfully ask the pilots for a chance to experience takeoff in the cockpit jumpseat. That led me to make the same request before another Gogo flight on that 737 in 2017, treating me to an EWR-departure experience unlike any other.

In 2019, a friend took my wife and I on a tour above Sonoma County in his Diamond Star DA40 single-engine, four-seat aircraft. That remains my smallest-plane experience, and the only one in which I got to touch the controls. Briefly.

In 2021, I had my loudest-plane experience when I spent $450 to fly on a 1945-vintage B-25 bomber out of Hagerstown, Md., my only flight to date to allow a view from a tail gunner’s seat.

And in 2023, JSX treated me and other invited journalists to a DAL-DAL hop to try out Starlink WiFi on an Embraer 145.

The last two years tacked on ORD-ORD and LAX-LAX flights courtesy of United Airlines to test their deployment of Starlink on an Embraer 175 and then a Boeing 737. And with this week’s joyride above British Columbia’s metropolis, I have to accept that I’ve developed a moderately expensive habit here.

Which is okay with me.

1. The bad kind of “flight to nowhere” involves a long-haul international flight that experiences some sort of malfunction that requires returning to the departure airport, even if that requires backtracking across much of an ocean. ↩︎

Lots of float planes in BC. Since learning about the planes from Vancouver to Vancouver Island, that's how I usually travel. So much faster than the ordeal that is getting from the airport to the ferry, and so much better than the commercial airlines.

#FloatPlane #VancouverIsland #JPegsFolder

In which I learned that float planes have wheels in their pontoons.

#Vancouver #FloatPlane #JPegsFolder

#ThrowBackThursday

(Details In The AltText)

#AltText #NoAi #No2AI #Photography #Photo #POTD #PhotoOfTheDay #Travel #Avgeek #TravelPhotography #Aviation #Aircraft #CamelCase #Plane #SeaPlane #PlaneSpotting #Planes #SeaPlanes #FloatPlane #FloatPlanes #Canada #BC #BlackAndWhite #Monochrome #BNW #BlackAndWhitePhotographgy

#ThrowBackThursday

(Details In The AltText)

#AltText #NoAi #No2AI #Photography #Photo #POTD #PhotoOfTheDay #Travel #Avgeek #TravelPhotography #Aviation #Aircraft #CamelCase #Plane #SeaPlane #PlaneSpotting #Planes #SeaPlanes #FloatPlane #FloatPlanes #Canada #BC #BlackAndWhite #Monochrome #BNW #BlackAndWhitePhotographgy

#ThrowBackThursday

(Details In The AltText)

#AltText #NoAi #No2AI #Photography #Photo #POTD #PhotoOfTheDay #Travel #Avgeek #TravelPhotography #Aviation #Aircraft #CamelCase #Plane #SeaPlane #PlaneSpotting #Planes #SeaPlanes #FloatPlane #FloatPlanes #Canada #BC #BlackAndWhite #Monochrome #BNW #BlackAndWhitePhotographgy

#ThrowBackThursday

(Details In The AltText)

#AltText #NoAi #No2AI #Photography #Photo #POTD #PhotoOfTheDay #Travel #Avgeek #TravelPhotography #Aviation #Aircraft #CamelCase #Plane #SeaPlane #PlaneSpotting #Planes #SeaPlanes #FloatPlane #FloatPlanes #Canada #BC #BlackAndWhite #Monochrome #BNW #BlackAndWhitePhotographgy

#ThrowBackThursday

(Details In The AltText)

#AltText #NoAi #No2AI #Photography #Photo #POTD #PhotoOfTheDay #Travel #Avgeek #TravelPhotography #Aviation #Aircraft #CamelCase #Plane #SeaPlane #PlaneSpotting #Planes #SeaPlanes #FloatPlane #FloatPlanes #Canada #BC #BlackAndWhite #Monochrome #BNW #BlackAndWhitePhotographgy

The Nakajima A6M2-N Rufe was a single-seat floatplane interceptor developed as a stopgap to protect remote island bases and amphibious forces while purpose-built float fighters were pending. It was essentially a Mitsubishi A6M2 Zero (Model 11) modified with a central float and wingtip stabilizer floats. https://www.destinationsjourney.com/nakajima-a6m2-n-rufe/ #NakajimaA6M2NRufe #aeroplane #airplane #aviation #fighter #floatplane #Floatplane #floatplanefighter #ImperialJapaneseNavy #ImperialJapaneseNavyAirService #MitsubishiA6M2

The Nakajima A6M2-N Rufe was a single-seat floatplane interceptor developed as a stopgap to protect remote island bases and amphibious forces while purpose-built float fighters were pending. It was essentially a Mitsubishi A6M2 Zero (Model 11) modified with a central float and wingtip stabilizer floats. https://www.destinationsjourney.com/nakajima-a6m2-n-rufe/ #NakajimaA6M2NRufe #aeroplane #airplane #aviation #fighter #floatplane #Floatplane #floatplanefighter #ImperialJapaneseNavy #ImperialJapaneseNavyAirService #MitsubishiA6M2

The Nakajima A6M2-N Rufe was a single-seat floatplane interceptor developed as a stopgap to protect remote island bases and amphibious forces while purpose-built float fighters were pending. It was essentially a Mitsubishi A6M2 Zero (Model 11) modified with a central float and wingtip stabilizer floats. https://www.destinationsjourney.com/nakajima-a6m2-n-rufe/ #NakajimaA6M2NRufe #aeroplane #airplane #aviation #fighter #floatplane #Floatplane #floatplanefighter #ImperialJapaneseNavy #ImperialJapaneseNavyAirService #MitsubishiA6M2

The Nakajima A6M2-N Rufe was a single-seat floatplane interceptor developed as a stopgap to protect remote island bases and amphibious forces while purpose-built float fighters were pending. It was essentially a Mitsubishi A6M2 Zero (Model 11) modified with a central float and wingtip stabilizer floats. https://www.destinationsjourney.com/nakajima-a6m2-n-rufe/ #NakajimaA6M2NRufe #aeroplane #airplane #aviation #fighter #floatplane #Floatplane #floatplanefighter #ImperialJapaneseNavy #ImperialJapaneseNavyAirService #MitsubishiA6M2

The Nakajima A6M2-N Rufe was a single-seat floatplane interceptor developed as a stopgap to protect remote island bases and amphibious forces while purpose-built float fighters were pending. It was essentially a Mitsubishi A6M2 Zero (Model 11) modified with a central float and wingtip stabilizer floats. https://www.destinationsjourney.com/nakajima-a6m2-n-rufe/ #NakajimaA6M2NRufe #aeroplane #airplane #aviation #fighter #floatplane #Floatplane #floatplanefighter #ImperialJapaneseNavy #ImperialJapaneseNavyAirService #MitsubishiA6M2

Fokker T.VIII of No. 320 (Netherlands) Squadron RAF, Coastal Command https://www.destinationsjourney.com/historical-military-photographs/fokker-t-viii-dutch-floatplane/ #aviation #aeroplane #airplane #floatplane #Fokker #FokkerTVIII #RAF

Fokker T.VIII of No. 320 (Netherlands) Squadron RAF, Coastal Command https://www.destinationsjourney.com/historical-military-photographs/fokker-t-viii-dutch-floatplane/ #aviation #aeroplane #airplane #floatplane #Fokker #FokkerTVIII #RAF

Fokker T.VIII of No. 320 (Netherlands) Squadron RAF, Coastal Command https://www.destinationsjourney.com/historical-military-photographs/fokker-t-viii-dutch-floatplane/ #aviation #aeroplane #airplane #floatplane #Fokker #FokkerTVIII #RAF

Fokker T.VIII of No. 320 (Netherlands) Squadron RAF, Coastal Command https://www.destinationsjourney.com/historical-military-photographs/fokker-t-viii-dutch-floatplane/ #aviation #aeroplane #airplane #floatplane #Fokker #FokkerTVIII #RAF

Fokker T.VIII of No. 320 (Netherlands) Squadron RAF, Coastal Command https://www.destinationsjourney.com/historical-military-photographs/fokker-t-viii-dutch-floatplane/ #aviation #aeroplane #airplane #floatplane #Fokker #FokkerTVIII #RAF

Owwww "vous avez le droit" est sur #PeerTube 👀

Petit à petit je vais chercher ce que je regarde si c'est dispo sur PeerTube et switcher quand c'est possible...

Je pense même à utiliser #FloatPlane pour suivre le contenu de #LTT au lieu de #YouTube donc je pense que j'ai plus envie que je ne pensais de consommer ailleurs.

The Hall XPTBH was a prototype twin-engined seaplane, submitted to the United States Navy by the Hall Aluminum Aircraft Corporation in response to a 1934 specification for new bomber and scout aircraft. Constructed in an innovative fashion that made extensive use of aluminium, the XPTBH proved successful in flight testing, but failed to win favour with the U.S. Navy https://www.destinationsjourney.com/historical-military-photographs/hall-xptbh/ #Aviation #aeroplane #seaplane #floatplane #airplane #HallXPTBH

CANT Z.511 Italian Seaplane https://www.destinationsjourney.com/cant-z-511-italian-seaplane/ #aeroplane #aviation #Aircraft #airplane #CANTZ511 #SecondWorldWar #WorldWar2 #WW2 #RegiaAeronautica #Floatplane #seaplane

The Kawanishi E15K Shiun, Allied reporting name “Norm”, was a Japanese single-engine reconnaissance floatplane developed during World War II.
https://www.destinationsjourney.com/historical-military-photographs/kawanishi-e15k-japanese-floatplane/ #aeroplane #aviation #Aircraft #airplane #Floatplane #ImperialJapaneseNavyAirService #KawanishiE15K #SecondWorldWar #WorldWar2 #WW2

The Kawanishi E15K Shiun, Allied reporting name “Norm”, was a Japanese single-engine reconnaissance floatplane developed during World War II.
https://www.destinationsjourney.com/historical-military-photographs/kawanishi-e15k-japanese-floatplane/ #aeroplane #aviation #Aircraft #airplane #Floatplane #ImperialJapaneseNavyAirService #KawanishiE15K #SecondWorldWar #WorldWar2 #WW2

The Kawanishi E15K Shiun, Allied reporting name “Norm”, was a Japanese single-engine reconnaissance floatplane developed during World War II.
https://www.destinationsjourney.com/historical-military-photographs/kawanishi-e15k-japanese-floatplane/ #aeroplane #aviation #Aircraft #airplane #Floatplane #ImperialJapaneseNavyAirService #KawanishiE15K #SecondWorldWar #WorldWar2 #WW2

The Kawanishi E15K Shiun, Allied reporting name “Norm”, was a Japanese single-engine reconnaissance floatplane developed during World War II.
https://www.destinationsjourney.com/historical-military-photographs/kawanishi-e15k-japanese-floatplane/ #aeroplane #aviation #Aircraft #airplane #Floatplane #ImperialJapaneseNavyAirService #KawanishiE15K #SecondWorldWar #WorldWar2 #WW2

The Kawanishi E15K Shiun, Allied reporting name “Norm”, was a Japanese single-engine reconnaissance floatplane developed during World War II.
https://www.destinationsjourney.com/historical-military-photographs/kawanishi-e15k-japanese-floatplane/ #aeroplane #aviation #Aircraft #airplane #Floatplane #ImperialJapaneseNavyAirService #KawanishiE15K #SecondWorldWar #WorldWar2 #WW2

Umfrage: Was haltet ihr von der kürzlich von Linus Sebastian (Linus Media Group) gegründeten Streaming Plattform für Kreative "Floatplane" ?

#videostreaming #floatplane #umfrage #startup

YouTube, when the walls fell - YouTube
https://www.youtube.com/watch?v=l0jw_Q23NIU

#youtube #creator #anniversary #500 #videos #18 #years #retrospective #looking #forward #back #floatplane #nebula #corridor #digital #video #content #creation #online #platform #redundancy #off #community #guidelines #strike #warning #removal #moderation #sinevibes

YouTube, when the walls fell [video]
https://www.youtube.com/watch?v=l0jw_Q23NIU
#ycombinator #youtube #creator #anniversary #500 #videos #years #retrospective #looking #forward #back #floatplane #nebula #corridor #digital #video #content #creation #online #platform #redundancy #off #community #guidelines #strike #warning #removal #moderation #sinevibes

https://www.destinationsjourney.com/historical-military-photographs/rogozarski-sim-xiv-h/ #RogožarskiSIMXIVH #Rogožarski #floatplane #aeroplane #airplane #aviation #WW2

"morning flight"

A seaplane taxiing for takeoff on a calm, cloudy morning.

#yyj #victoriaBC #flickr #photography #seaplane #floatplane
https://flic.kr/p/2qq9Nkz

Right, I'm going to do something I dislike, but I literally don't know how else to get support to follow up with me.
I have indeed submitted two support requests in the intervening time, i'm not just being lazy I promise.
On 17 Aug I made a video about #FloatPlane accessibility and how not good it is.
I wasn't a troll, I was constructive and thoughtful, and yet I cannot get a hold of anyone at either Floatplane Media or LTT.
If *anyone* happens to know someone at one of these companies and could get my video to them, I'd be extremely grateful.
The other thing I really dislike doing is asking if people could boost for reach, but I'll make an exception.
Fedi is big now, and far more reaching than modern-day xitter, so all help gratefully received.
I thank you in advance.

Accessibility Issues With Floatplane (from a VoiceOver Perspective) https://youtu.be/2sZTsrek08M
#LTT #LinusTechTips #Accessibility #VoiceOver #iOS

Bloch MB.480 Floatplane
Designed as a twin-engined torpedo-bomber/reconnaissance floatplane for the French Navy, the Bloch MB.480 first flew in June 1939. Although testing was successfully completed, the Navy had decided to use landplanes for its intended role.
https://www.destinationsjourney.com/historical-military-photographs/bloch-mb-480-floatplane/ #aerialwarfare #aeroplane #Aircraft #AirForce #aviation #BlochMB480 #Floatplane #FrenchAirForce #Military #plane #SecondWorldWar #warfare #WorldWartwo

Bloch MB.480 Floatplane
Designed as a twin-engined torpedo-bomber/reconnaissance floatplane for the French Navy, the Bloch MB.480 first flew in June 1939. Although testing was successfully completed, the Navy had decided to use landplanes for its intended role.
https://www.destinationsjourney.com/historical-military-photographs/bloch-mb-480-floatplane/ #aerialwarfare #aeroplane #Aircraft #AirForce #aviation #BlochMB480 #Floatplane #FrenchAirForce #Military #plane #SecondWorldWar #warfare #WorldWartwo

Seversky SEV-3M-WW in Colombian Service
First flying in 1933, the Seversky SEV-3 was a three-seat monoplane amphibian. The Colombian Air Force ordered six SEV-3M-WW amphibians. Only four were actually delivered. https://www.destinationsjourney.com/historical-military-photographs/seversky-sev-3m-ww-in-colombian-service/ #aeroplane #airplane #amphibian #amphibiousaircraft #aviation #ColombianAirForce #Floatplane #plane #Seversky #SeverskySEV3 #SeverskySEV3MWW

Seversky SEV-3M-WW in Colombian Service
First flying in 1933, the Seversky SEV-3 was a three-seat monoplane amphibian. The Colombian Air Force ordered six SEV-3M-WW amphibians. Only four were actually delivered. https://www.destinationsjourney.com/historical-military-photographs/seversky-sev-3m-ww-in-colombian-service/ #aeroplane #airplane #amphibian #amphibiousaircraft #aviation #ColombianAirForce #Floatplane #plane #Seversky #SeverskySEV3 #SeverskySEV3MWW

Seversky SEV-3 Amphibian
First flying in 1933, the Seversky SEV-3 was a three-seat monoplane amphibian. It could either be fitted with twin amphibious floats which had main wheels fitted in the floats to allow it to operate from land, or with a fixed tailwheel undercarriage with the mainwheels enclosed in large fairings. https://www.destinationsjourney.com/historical-military-photographs/seversky-sev-3-amphibian/ #aeroplane #airplane #amphibian #amphibiousaircraft #aviation #Floatplane #plane #Seversky #SeverskySEV3

Seversky SEV-3 Amphibian
First flying in 1933, the Seversky SEV-3 was a three-seat monoplane amphibian. It could either be fitted with twin amphibious floats which had main wheels fitted in the floats to allow it to operate from land, or with a fixed tailwheel undercarriage with the mainwheels enclosed in large fairings. https://www.destinationsjourney.com/historical-military-photographs/seversky-sev-3-amphibian/ #aeroplane #airplane #amphibian #amphibiousaircraft #aviation #Floatplane #plane #Seversky #SeverskySEV3

Here's a video I want to age like curdled milk. Age so quickly it's out-of-date a week after it's made. The issues I've outlined here should be fairly simple fixes if they follow Apple's accessibility guidelines, so here's hoping someone at Floatplane Media can get some eyes on this.
I've tried to be as fair as possible, not just to make a 'bitch and ditch' style video, and to showcase the issues I have.
Please boost if you have an interest, or know that it can potentially reach someone who can make a difference.
Not my cup of tea to ask for those under normal circumstances, so I will not be making a habit of it.
Thanks.

#Accessibility Issues With #Floatplane (from a #VoiceOver Perspective) https://youtu.be/2sZTsrek08M

Parnall Peto
https://www.destinationsjourney.com/historical-military-photographs/parnall-peto/ #ParnallPeto #Peto #Floatplane #SubmarinePlane #Seaplane #Biplane #aeroplane #airplane #aircraft #aviation #naval #military #warfare

Parnall Peto
https://www.destinationsjourney.com/historical-military-photographs/parnall-peto/ #ParnallPeto #Peto #Floatplane #SubmarinePlane #Seaplane #Biplane #aeroplane #airplane #aircraft #aviation #naval #military #warfare