English Electric Lightning F.6 XS897 was rolled out by 29 (Reserve) Squadron at RAF Coningsby on Friday December 9, 2011. The aircraft served with 5, 11, 56, and 74 Sqns between 1967 and 1988 but has been modified and painted to replicate Lightning F.3 'XP765' that served with 29 Sqn during the 1960s and 70s. The aircraft has been loaned to the squadron by the Lakes Lightning organisation. Mr Neil Airey, the aircraft's owner, said: "We were incredibly pleased to be able to assist 29 Squadron, and be in a position to supply the Lightning to them." The renovation of the aircraft has been supported by among others, BAE Systems, and Retro Aviation. Speaking as the aircraft was unveiled by Station Commander, Group Captain Martin 'Sammy' Sampson the Officer Commanding 29 (R) Squadron, Wing Commander AI Seymour said, "As OC 29, I'd like to say thank you to all of you; it is your hard work and goodwill which has been instrumental in bringing this magnificent beast to the condition it is in today." Squadron Leader (Rtd) Clive Rowley flew XS897 during his career as a pilot in the RAF. He recalled: "When we finished on the Lightning and moved to the [Tornado] F.3, many of us felt that although the F.3 turned into a fine aircraft, it wasn't the natural heir to the Lightning. The Typhoon truly is, and therefore it is tremendous to see a second Lightning airframe here at Coningsby, the home of the Typhoon."
The video lasts for a few seconds. The tank is not moving - seemingly unaware of its impending fate. A few seconds pass and it briefly disappears in a puff of smoke. It was a clinical end. As the smoke starts to clear it is evident that the nearby buildings are untouched by the precise nature of the strike. It was a scene that was to be repeated on many occasions in the course of Operation Unified Protector; the military campaign in Libya in 2011. The missile involved in the attack was the Dual-Mode Brimstone missile. In Libya in 2011 it was used as part of a comprehensive suite of weapons that allowed the RAF to conduct its military mission whilst reducing the risks to civilians that might happen to be in the area. The objective of the campaign was to protect the citizens of Libya who had rebelled against the Gadhafi regime and it was incumbent upon the aircrew executing the campaign to do all they could to avoid engaging targets where civilians might have been in close proximity.
Until the early 19th century, policing in Ireland was achieved through a patchwork of baronial constables appointed by the government and county grand juries. They were under the supervision of local magistrates, but subject to little control or discipline. These worthies were largely untrained, without uniforms, unarmed and, realistically, only capable of dealing with petty crime and minor disorder. In the face of serious disturbances, the ever-present British Army was quickly called upon. In 1812, the Government in Westminster appointed Sir Robert Peel as Chief Secretary for Ireland. Peel applied his zeal for organised law enforcement to Ireland, championing the Constabulary Act of 1822. As founder of the London Metropolitan Police in 1829, he used the experience to formulate the systematic organisation of a police force in Ireland, leading to the establishment of the Irish Constabulary in 1836. Under the central control of the Government administration in Dublin, detachments of the Constabulary were housed in barracks across Ireland. Their prime task was one of local security against insurrection, a constant concern to the British Government and local authorities. Consequently they were armed. As a quasi-military force, the Constabulary no longer had to call on the Army for support.
Terrain-warning settings on a Lockheed Martin C-130J were not adequate, failing to detect the presence of Sweden's Kebnekaise mountain before the Norwegian military transport fatally collided with the peak. All five occupants were killed as the aircraft, bearing tail number 5630, struck the snowy rock face at 280kt (518km/h), just 14s after levelling off at its cleared altitude of 7,000ft. It had been descending towards Kiruna on a service from Evenes, as part of the Cold Response exercise, on 15 March last year. Owing to the high latitude, above 60°N, there was no terrain database available for the forward-looking terrain-awareness system. Cockpit-voice recordings also revealed the crew had acknowledged the system was operating in tactical mode. This mode offers only "degraded" warnings of obstructions, says Swedish investigation authority SHK.