Swiss Gear Air Bed


Swiss Gear Air Bed

swiss gear air bed
    air bed

  • (Air beds) are a broad category of beds in which air is used to support the sleeper. Small motors pump air into mattress bladders to create different levels of firmness. The advantage of air beds is that you can adjust the firmness to suit you, and your partner can do the same.
  • A type of mattress that uses air chambers for support instead of an innerspring or foam core. Some air mattresses offer controls to adjust comfort by adding and removing air.
  • An inflatable mattress
  • An air mattress is an inflatable mattress/sleeping pad. Due to its buoyancy, it is also often used as a water toy / flotation device, and in UK is termed as a lilo ("Li-lo" being a specific trademark).

  • A native or national of Switzerland, or a person of <em>Swiss</em> descent
  • Swiss International Air Lines AG (short: Swiss) is the principal airline of Switzerland operating scheduled services in Europe and to North America, South America, Africa and Asia. Its main hub is Zürich Airport (ZRH).
  • the natives or inhabitants of Switzerland
  • of or relating to Switzerland or its people or culture; "the Swiss army"

  • One of a set of toothed wheels that work together to alter the relation between the speed of a driving mechanism (such as the engine of a vehicle or the crank of a bicycle) and the speed of the driven parts (the wheels)
  • a toothed wheel that engages another toothed mechanism in order to change the speed or direction of transmitted motion
  • gearing: wheelwork consisting of a connected set of rotating gears by which force is transmitted or motion or torque is changed; "the fool got his tie caught in the geartrain"
  • A particular function or state of adjustment of engaged <em>gears</em>
  • set the level or character of; "She pitched her speech to the teenagers in the audience"
  • Equipment that is used for a particular purpose
swiss gear air bed – Coleman Self-Inflating

Coleman Self-Inflating Camp Pad with Pillow
Coleman Self-Inflating Camp Pad with Pillow
Sleep on a layer of air while camping, with the Coleman Self-Inflating Camp Pad With Pillow. Measuring 25″ wide by 76″ long by 2.5″ high when inflated, the Camp Pad features a convenient built-in pillow and tufted design for added comfort. The Camp Pad’s free-flow valve makes for easy inflation and deflation. It’s constructed with a sturdy nylon shell for durability and weather-resistance. The attached compression straps make for easy transport and storage.

Perfect for camping, weekends at the cabin, or even at home to accommodate an overflow of unexpected guests, Coleman’s self-inflating pad inflates with the twist of a valve to create a comfortable, 2-inch thick sleeping pad. A pillow offers additional comfort while the 70D nylon, spot-bonded surface will keep you comfortable throughout the night. Measuring 76 inches long by 24.5 inches wide, this five-pound mat rolls up for convenient storage and offers compression straps.
About Coleman
The Coleman Company has been creating and innovating products for recreational outdoor use since W.C. Coleman started selling gasoline-powered lanterns in 1900. Inventor of the hugely popular fold-up camp stove, Coleman developed a plastic liner for his galvanized steel coolers in 1957–the birth of the modern cooler–and the company has been improving their utility and design ever since. The array of products that bear the Coleman name now includes just about everything you might need to work or play outdoors, from tents and sleeping bags to boats, backpacks, and furniture.

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EF-111's return from Gulf War

EF-111's return from Gulf War
I covered this unit during the Gulf War and was at MHAFB when they returned. As Paul Harvey often says…heres the rest of the story:

Operation Desert Storm – First Wave to Iraq
by Ike Sweesy, EF-111 Flight Lead, 390 Electronic Combat Squadron, USAF, Ta-if, Saudi Arabia

The EF-111 is a Supersonic Radar Jammer plane modified by Grumman from the General Dynamics F-111 Fighter Bomber. It was designed to jam the enemy early warning and missile threat radars. EF’s from both Mountain Home AFB, ID and Upper Heyford, UK flew in Desert Storm. The receivers are located on the tail of the aircraft in "the football", and the transmitters on the belly in "the canoe". The EF has since been retired from service.

The following letter to family and friends was written a few days after the first mission to Baghdad.

I had my first mission early, early 17 January morning and it was spectacular. I know everyone was watching things on the news. I was in the first wave leading three EF-111s for the strike against Baghdad and there were over 70 aircraft in the mission. Our package was striking airfields, missile sites and military targets in and around Baghdad itself. It was AWESOME!!!

For the two days prior to the attack, we were working on the mission planning and getting our body clocks adjusted for the 1:30 AM launch. The night prior to the mission I stayed up until about 5 AM putting the final touches on my mission then went to bed. I could only sleep until 11 AM then I got up and puttered around at Intell and the Squadron. I cleaned my Chemical Warfare mask and put in new filters then went and found the security policeman that I had bartered with. I traded one of my flight suits for a bayonet and sheath. It is VERY sharp! I took off my rings and patches and set up my combat wallet (plastic ziplok) taking only my ID card, some money and my New Testament, no pictures allowed. I put together my web belt and canteen with my gun holster and hooked on the bayonet. The extra water and my survival equipment would be easier to carry if I got shot down. We normally have our .38 pistol on our survival vest but it is in a bad place right above the left kidney and it gets in the way. I have an extra helmet bag to hold my web belt, two flashlights, a set of desert fatigues and floppy sun hat (no desert flight suits yet), my Chem gear and mask, and my big ziplok bag with sunscreen, skin lotion, aspirin, gum, pepto bismal tablets, malaria tablets, go pills, blistex, ear plugs, eye drops, throat lozenges razor blade knife, camouflage paint, fire starter, matches, nylon cord (two thicknesses), and camouflage scarf. I also carry my little Swiss Army knife that Sandy gave me two Christmases ago plus my big Swiss Army knife that Bob gave me. All my knives I have sharpened to a razor edge. The bag fits below my legs and between the seat and joystick. My helmet bag with the Escape and Evasion maps and my flight jacket goes under the seat. What about ejection you ask me – in the F-111 the entire cockpit goes with you and you land on a balloon!! I’m not kidding!

About 1930 our flight piled into the PimpMobile and went to the Mess Tent for dinner. It’s called the PimpMobile because it has felt curtains with little danglies hanging down and felt covers on the dashboard and other plastic parts. Inside the Mess Tent door, there is a sign-in sheet and everyone always makes a joke of it. Sometimes we will all sign one person’s name or else "Mickey Mouse" or even "Dan Quayle". We had a variety of "sign ins" tonight also but I was feeling particularly pugilistic so I just signed "Fighter Pilot". My good Christian friend "BRENT" behind me signed just his first name in a mock shaking script. We all laughed at each other but we all understood what danger we were flying into. After dinner we all went back to the MPC (Mission Planning Cell) for our final Intell update and got our Blood Chits issued.

The Blood Chit is a paper with the US Flag on one side and a message in several languages that promises that the US government will pay a person several thousand dollars if they will aid a downed airman to escape back to Allied territory. I had not seen one since Southeast Asia and we all hoped that we would keep them in our pockets and turn then in the next morning after the mission.

At 2115 we attended the mass briefing with the weather, Escape and Evasion briefing, taxi plan, and the enemy situation. This lasted about 45 minutes. At the end, the Wing Commander stood up and all he said was "Alright guys, let’s go to war." There was no cheering, no bravado. There were probably some of us that would not come back.

After this briefing I took my flight to the squadron and we briefed for the mission. I had heard some talk in the squadron about turning around if enemy Mig fighters were spotted so I spent some time talking about the difference between aggressiv

Going to the Sun U-Valley B&W

Going to the Sun U-Valley B&W
Going to the Sun Road, Glacier National Park.

Glacier National Park is located in the U.S. state of Montana, bordering the Canadian provinces of Alberta and British Columbia. Glacier National Park contains two mountain ranges, sometimes referred to as the southern extension of the Canadian Rockies mountain ranges, with over 130 named lakes, more than 1,000 different species of plants and hundreds of species of animals. This vast pristine ecosystem, spread across 1,584 mi? (4,101 km?), is the centerpiece of what has been referred to as the "Crown of the Continent Ecosystem", a region of protected land encompassing 16,000 mi? (44,000 km?).[1] The famed Going-to-the-Sun Road, a National Historic Civil Engineering Landmark, traverses through the heart of the park and crosses the Continental Divide, allowing visitors breathtaking views of the rugged Lewis and Livingston mountain ranges, as well as dense forests, alpine tundra, waterfalls and two large lakes. Along with the Going-to-the-Sun Road, five historic hotels and chalets are listed as National Historic Landmarks, and a total of 350 locations are on the National Register of Historic Places.

Glacier National Park borders Waterton Lakes National Park in Canada—the two parks are known as the Waterton-Glacier International Peace Park, and were designated as the world’s first International Peace Park in 1932. Both parks were designated by the United Nations as Biosphere Reserves in 1976, and in 1995 as World Heritage sites.[2]

The earliest occupants with lineage to current tribes were the Salish, Flathead, Shoshone and Cheyenne. The Blackfeet arrived around the beginning of the 18th century and soon dominated the eastern slopes of what later became the park, as well as the Great Plains immediately to the east. The park region provided the Blackfeet shelter from the harsh winter winds of the plains, and supplemented their traditional bison hunts with other game meat. Today, the Blackfeet Indian Reservation borders the park in the east, while the Flathead Indian Reservation is located west and south of the park. When the Blackfeet Reservation was first established in 1855 by the Lame Bull Treaty, it included the eastern area of the current park up to the Continental Divide.[4] To the Blackfeet, the mountains of this area, especially Chief Mountain and the region in the southeast at Two Medicine, were considered the "Backbone of the World" and were frequented during vision quests. In 1895, Chief White Calf of the Blackfeet authorized the sale of the mountain area, some 800,000 acres (3,200 km?), to the U.S. government for $1.5 million. This established the current boundary between the park and the reservation.

While exploring the Marias River in 1806, the Lewis and Clark Expedition came within 50 miles (80 km) of the area that is now the park. A series of explorations after 1850 helped to shape the understanding of the area that later became the park. George Bird Grinnell came to the region in the late 1880s and was so inspired by the scenery that he spent the next two decades working to establish a national park. In 1901, Grinnell wrote a description of the region, in which he referred to it as the "Crown of the Continent", and his efforts to protect the land make him the premier contributor to this cause.[2] A few years after Grinnell first visited, Henry L. Stimson and two companions, including a Blackfeet Indian, climbed the steep east face of Chief Mountain in 1892.

In 1891, the Great Northern Railway crossed the Continental Divide at Marias Pass (5,213 ft/1,589 m), which is along the southern boundary of the park. In an effort to stimulate use of the railroad, the Great Northern soon advertised the splendors of the region to the public. The company lobbied the United States Congress, and in 1900, the park was designated as a forest preserve. Under the forest designation mining was still allowed, but was not commercially successful. Meanwhile, proponents of protecting the region kept up their efforts, and in 1910, under the influence of George Bird Grinnell, Henry L. Stimson and the railroad, a bill was introduced into the U.S. Congress which redesignated the region from a forest reserve to a national park. This bill was signed into law by President William Howard Taft on May 11, 1910. From May until August, the forest reserve supervisor, Fremont Nathan Haines, managed the Park’s resources as the first acting superintendent. In August of 1910, William Logan was appointed the Park’s first superintendent.

The Great Northern Railway, under the supervision of president Louis W. Hill, built a number of hotels and chalets throughout the park in the 1910s to promote tourism. These buildings, constructed and operated by a Great Northern subsidiary called the Glacier Park Company, were modeled on Swiss architecture as part of Hill’s plan to portray Glacier as "America’s Switzerland". Vacationers commonly took pack trips on

swiss gear air bed
swiss gear air bed

Victorinox 241084 Stainless Swiss Army Youth Watch
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