View allAll Photos Tagged Answer
The answer, my friend, is blowin’ in the wind.
Bob Dylan pondered many questions in that iconic song. And of course, there answers were, well, blowin’ in the wind. And that in turn conjures up images of things blowing in the wind, and what better thing to represent that than a simple reed?
We hum (or sing if we are so inclined) that song quite a lot, but often, with a surprisingly cheery lilt. Yet, when it comes down to it, the song isn’t really about cheery things at all, and the questions it asks are not easy ones to ask or answer. Mountains washing to the sea? Cannon balls flying? Doves “sleeping” in the sand?
This tune was indeed running through my head as I was composing this shot. I didn’t, and don’t, have any answers, but it seemed to me that this shot represented the song quite well. The wind for me continues to blow: perhaps one day it will carry to me the answers.
Some background:
The Rolls-Royce Griffon engine was designed in answer to Royal Navy specifications for an engine capable of generating good power at low altitudes. Concepts for adapting the Spitfire to take the new engine had begun as far back as October 1939; Joseph Smith felt that "The good big 'un will eventually beat the good little 'un." and Ernest Hives of Rolls-Royce thought that the Griffon would be "a second power string for the Spitfire". The first of the Griffon-engined Spitfires flew on 27 November 1941. Although the Griffon-powered Spitfires were never produced in the large numbers of the Merlin-engined variants they were an important part of the Spitfire family, and in their later versions kept the Spitfire at the forefront of piston-engined fighter development. The first Griffon-powered Spitfires suffered from poor high- altitude performance due to having only a single stage supercharged engine. By 1943, Rolls-Royce engineers had developed a new Griffon engine, the 61 series, with a two-stage supercharger. In the end it was a slightly modified engine, the 65 series, which was used in the Mk. XIV, the first Spitfire mark with a Griffon engine to enter service. The resulting aircraft provided a substantial performance increase over the Mk IX. Although initially based on the Mk VIII airframe, common improvements made in aircraft produced later included the cut-back fuselage and tear-drop canopies, and the E-Type wing with improved armament.
The Mk. XIV differed from its direct predecessor, the Mk XII, in that the longer, two-stage supercharged Griffon 65, producing 2,050 hp (1,528 kW), was mounted 10 inches (25.4 cm) further forward. The top section of the engine bulkhead was angled forward, creating a distinctive change of angle to the upper cowling's rear edge. A new five-bladed Rotol propeller of 10 ft 5 in (3.18 m) in diameter was used. The "fishtail" design of ejector exhaust stub gave way to ones of circular section. The increased cooling requirements of the Griffon engine meant that all radiators were much bigger, and the underwing housings were deeper than previous versions. The cowling fasteners were new, flush fitting "Amal" type and there were more of them. The oil tank (which had been moved from the lower cowling location of the Merlin engine variants to forward of the fuselage fuel tanks) was increased in capacity from 6 to 10 gal.
To help balance the new engine, the radio equipment was moved further back in the rear fuselage and the access hatch was moved from the left fuselage side to the right. Better VHF radio equipment allowed for the aerial mast to be removed and replaced by a "whip" aerial further aft on the fuselage spine. Because the longer nose and the increased slipstream of the big five-bladed propeller a new tail unit with a taller, broader fin and a rudder of increased area was adopted.
When the new fighter entered service with 610 Squadron in December 1943 it was a leap forward in the evolution of the Spitfire. The Mk. XIV could climb to 20,000 ft (6,100 m) in just over five minutes and its top speed, which was achieved at 25,400 ft (7,700 m), was 446 mph (718 km/h). In operational service many pilots initially found that the new fighter could be difficult to handle, particularly if they were used to earlier Spitfire marks. But in spite of the difficulties, pilots appreciated the performance increases.
F Mk. XIVs had a total of 109.5 gal of fuel consisting of 84 gal in two main tanks and a 12.5 imp gal fuel tank in each leading-edge wing tank; other 30, 45, 50 or 90 gal drop tanks could be carried. The fighter's maximum range was just a little over 460 miles (740 km) on internal fuel, since the new Griffon engine consumed much more fuel per hour than the original Merlin engine of earlier variants. By late 1944, Spitfire XIVs were fitted with an extra 33 gal in a rear fuselage fuel tank, extending the fighter's range to about 850 miles (1,370 km) on internal fuel and a 90 gal drop tank. Mk. XIVs with "tear-drop" canopies had 64 gal. As a result, F and FR Mk. XIVs had a range that was increased to over 610 miles (980 km), or 960 miles (1,540 km) with a 90 gal drop tank. The armament initially consisted of two 20 mm Hispano cannon and four light 0.303” machine guns (in a standard “C” wing configuration), but later builds had the latter replaced with a pair of heavier 0.5” machine guns that had better range and weight of fire (“E” wing configuration).
The first test of the aircraft was in intercepting V1 flying bombs and the Mk. XIV was the most successful of all Spitfire marks in this role. When 150 octane fuel was introduced in mid-1944 the "boost" of the Griffon engine was able to be increased to +25 lbs (80.7"), allowing the top speed to be increased by about 30 mph (26 kn; 48 km/h) to 400 mph (350 kn; 640 km/h) at 2,000 ft (610 m).
The Mk. XIV was used by the 2nd Tactical Air Force as their main high-altitude air superiority fighter in northern Europe with six squadrons operational by December 1944.
One problem which did arise in service was localized skin wrinkling on the wings and fuselage at load attachment points; although Supermarine advised that the Mk. XIVs had not been seriously weakened, nor were they on the point of failure, the RAF issued instructions in early 1945 that all F and FR Mk. XIVs were to be refitted with clipped wings. Spitfire XIVs began to arrive in the South-East Asian Theatre in June 1945, too late to operate against the Japanese. In total, 957 Mk. XIVs were built, over 430 of which were FR Mk. XIVs.
After the war, secondhand Mk. XIVs still in good shape were exported to a number of foreign air forces; 132 went to the Royal Belgian Air Force, 70 went to the Royal Indian Air Force and 30 of the reconnaissance version went to the Royal Thai Air Force. The Royal Iraqi Air Force (RIrAF) was another operator, even though only a small one.
In late 1946, five years after the Anglo-Iraqi War had left the RIrAF shattered, the Iraqis reached an agreement with the British under which they would return their surviving Avro Ansons in exchange for the authorization to order more modern and potent fighter aircraft from the UK, namely Supermarine Spitfires and Hawker Furies. The next year, three de Havilland Doves and three Bristol Freighters were ordered, too, and they arrived in early 1947 with a batch of ten refurbished ex-RAF Spitfire F Mk. XIVcs, some of them WWII survivors. All these machines received the original wing tips to better cope with the expected higher ambient temperatures in the Middle Eastern theatre of operations, reinforced aluminum skinning along the wing roots, and they were retrofitted with hardpoints under the wings and the fuselage to carry unguided missiles, bombs and drop tanks, what gave them an additional ground attack capability. The radio equipment was modernized, too, including a DF loop antenna as navigational aid. Despite these standardizations, though, the Spitfires were delivered with a mix of the different canopies.
The RIrAF was still recovering and re-structuring its assets when it joined in the war against the newly created state of Israel in the 1948 Arab-Israeli War. The RIrAF only played a small role in the first war against Israel, though. A few Spitfire F Mk. XIVs as well as Avro Anson training bombers operated from Transjordan airfields from where they flew several attacks against the Israelis. After a series of indiscriminate attacks on Arab capitals, flown by three Boeing B-17s that had been pressed into service by the Israeli Air Force, the governments of Transjordan and Syria demanded that the Iraqis take more offensive action and replace their Ansons with Hawker Furies. However, only six Furies were sent to Damascus to join the Spitfires in the region, and they never encountered any Israeli aircraft during their deployment.
Despite some effective attacks on ground targets by the Spitfires, limited amount of cannon ammunition, RPGs and suitable bombs heavily limited the Iraqi operations. The fighters were mostly used for armed reconnaissance, and three Spitfires were upgraded to FR Mk. XIV standard for this purpose. In 1949 a second batch of eight more Spitfire F Mk. XIVs was delivered from Britain, and in 1951 the RIrAF purchased 20 more Fury F.Mk.1s, for a total of 50 F.Mk.1s single-seaters and 2 two-seaters. They soon replaced the Spitfires in frontline units, even though the machines were still kept in service.
In the early Fifties, thanks to increased income from oil and agricultural exports, the RIrAF was thoroughly re-equipped. In 1951, 15 each of de Havilland Canada DHC-1 Chipmunks, Percival Provosts and North American T-6s were bought to replace obsolete de Havilland Tiger Moth trainers. With these new aircraft the RIrAF Flying School was expanded into the Air Force College. The training curriculum was improved, and the number of students graduating each year was increased. This allowed to form a solid basis for the RIrAF's long-term growth. Also in 1951, the RIrAF bought its first helicopters: three Westland Dragonflies. The RIrAF's first jet fighter was the de Havilland Vampire: 12 FB.Mk.52 fighters and 10 T.Mk.55 trainers were delivered from 1953 to 1955, and they fully replaced the Spitfires. The Vampires were quickly supplemented by 20 de Havilland Venoms, delivered between 1954 and 1956.
Following the formation of the Baghdad Pact, the United States donated at least six Stinson L-5 Sentinels and seven Cessna O-1 Bird Dogs to the RIrAF. The RAF also vacated Shaibah Air Base, and the RIrAF took over it as Wahda Air Base. In 1957, six Hawker Hunter F.Mk.6s were delivered. The next year, the United States agreed to provide 36 F-86F Sabres free of charge.
However, following the 14 July Revolution of 1958, which resulted in the end of monarchy in Iraq, the influence of the Iraqi Communist Party grew significantly. The first commander of the Iraqi Air Force (the "Royal" prefix was dropped after the revolution), Jalal Jaffar al-Awqati, was an outspoken communist, and encouraged prime minister Abd al-Karim Qasim to improve relations between Iraq and the USSR. The Soviets reacted quickly, and in the autumn of 1958 a series of arms contracts was passed between Iraq and the Soviet Union and Czechoslovakia. These stipulated the delivery of MiG-15UTI trainers, MiG-17F fighters, Ilyushin Il-28 bombers, and Antonov An-2 and An-12 transports. The first aircraft arrived in Iraq in January 1959; during the late Sixties and the early Seventies additional MiG-17s may have been purchased and then forwarded to either Syria or Egypt.
General characteristics
Crew: 1
Length: 32 ft 8 in (9.96 m)
Wingspan: 36 ft 10 in (11.23 m) with full span elliptical tips
Height: 10 ft 0 in (3.05 m)
Wing area: 242.1 sq ft (22.49 m²)
Airfoil: NACA 2213 (root), NACA 2209.4 (tip)
Empty weight: 6,578 lb (2,984 kg)
Gross weight: 7,923 lb (3,594 kg)
Max. takeoff weight: 8,400[53] lb (3,810 kg)
Powerplant:
1× Rolls-Royce Griffon 65 supercharged V12, 2,050 hp (1,530 kW) at 8,000 ft (2,438 m),
driving a 5-bladed Jablo-Rotol propeller
Performance:
Maximum speed: 441 mph (710 km/h, 383 kn) in FS supercharger gear at 29,500 ft.
391 mph in MS supercharger gear at 5,500 ft.
Combat range: 460 mi (740 km, 400 nmi)
Ferry range: 1,090 mi (1,760 km, 950 nmi)
Service ceiling: 43,500 ft (13,300 m)
Rate of climb: 5,040 ft/min (25.6 m/s) in MS supercharger gear at 2,100 ft.
3,550 ft/min in FS supercharger gear at 22,100 ft.
Time to altitude: 7 mins to 22,000 ft (at max weight)
Wing loading: 32.72 lb/sq ft (159.8 kg/m²)
Power/mass: 0.24
Armament:
2× 20 mm (0.787-in) Hispano Mk II cannon, 120 rpg
4× 0.303 in (7.7 mm) Browning machine guns, 350 rpg,
Underwing hard points for 8× 60 lb (27 kg) rockets, 2 x 250 lb (113 kg) bombs or slipper tanks,
1× ventral hardpoint for a 500 lb (227 kg) bomb or a drop tank
The kit and its assembly:
This was a rather spontaneous interim build. The Academy Spitfire was left over from a D-Day combo that contained a Hawker Typhoon, too, and I lacked an idea for the Spitfire for a long time) since I am not a big fan of the aircraft, at least what-if-inspiration-wise). However, when pondering about a potential operator from the very early pos-war period I remembered the Royal Iraqi Air Force and its later Hawker Hunters which retained their NATO-style camouflage (RAF green/grey) despite being primarily operated in a desert environment. This, on a Spitfire…?
From this idea the Academy Spitfire was built almost OOB. Because the kit offers them as an option and for the cool look, I gave the Spitfire four RPGs under each outer wing. The ventral drop tank was taken from a Special Hobby late Spitfire kit. The only other additions are the antenna mast and the non-standard DF loop antenna behind the cockpit, created from thin wire and mounted on a small, streamlined socket.
Painting and markings:
The upper surfaces were painted in standard RAF WWII colors, Dark Green and Ocean Grey, using a mix of Humbrol 163 and 30 for a slightly more bluish WWII-style green and a mix of 106 and 145 for a lightened grey tone, respectively. As an individual contrast and paint scheme variation the undersides and the spinner were painted in RAF Azure Blue (Humbrol 157, lightened up with 47), more appropriate than the standard WWII Medium Sea Grey from the European theatre of operations. The cockpit interior became RAF cockpit green (Humbro,78) while the inside surfaces of the landing gear were painted in Medium Sea Grey (Humbrol 165), reflecting the original undersides’ tone in former RAF service.
Other markings were minimal. The Iraqi triangles were taken from a Balkan Models Su-25 sheet, because their green was rather pale, for more contrast to the surrounding camouflage. RIrAF fin flash was taken from a PM Model Hawker Fury two-seater (a.k.a. “Bagdad Fury”). The tactical code came from an Airfix Hawker Hunter (from an optional Kuwaiti machine). This looked O.K. but somewhat bleak, so I added more markings. I could not find any evidence for special ID markings on Iraqi aircraft during the Arab-Israel war, but to add an eye-catcher I gave the aircraft white ID bands on the wings and on the fuselage – inspired by markings carried by Egyptian aircraft (e. g. Spitfires) during the conflict, but somewhat simplified, without black trim. They were created from generic white decal sheet material.
After some soot stains around the gun ports and the exhausts, the model was sealed with matt acrylic varnish.
A relatively simple project and just a fictional livery - but the Iraqi Spitfire looks pretty cool, especially the ID stripes add a special touch. The European RAF scheme looks a bit off on an aircraft that would be delivered to the Middel East, but the Iraqi Air Force operated British types like the Hunter in this guise, and later Su-22 fighter bombers carried a similarly murky camouflage in very dark green and earth brown.
/
Don’t wait for the phone to ring. If it's important pick up the phone and call.
I saw this box of tissues and mobile phone lying on someone’s floor - I wondered what the story was. This scene was something I just couldn’t pass up.
/
Am very much impressed that some of you managed to guessed who she is correctly!
:)
Few facts I learn on that evening.
She's from Osaka.
She debuted just a few days before Yaemi.
She's (16 < x < 19) years old this year.
Today's airbrushed style pinup photo features Melissa in this salute to the WW2 Jeep! Answering a call from the US Army for automobile makers to replace the ageing WW1 vehicles in the face of the upcoming WW2 conflict, two different companies jumped into process. Only 11 days later, bids were received by Willys-Overland Motors, American Bantam, and eventually the Ford Motor Company. Bantam won the contract, but couldn't sustain production need for war and as such Willys and Ford were given the blueprints to develop and improve upon Bantam's design. Each company made their own version of the Bantam design in 1941 and began to produce their own models (Willys making the 'MA': 'M'ilitary model 'A' and Ford making the 'GP': 'G'eneral 'P'urpose). In mid-1941 the government decided to select one of the companies to produce their vehicle in order to standardize production. Willys won the contract after improving upon the earlier model and incorporating the best parts of the Bantam and Ford designs. The resulting vehicle was called the 'MB' (Military model B). When Willys couldn't keep up with the demand, Ford was asked to help produce the MBs which were then called GPW (General Purpose Willys). Willys produced over 360,000 MBs and ford produced over 280,000 GPWs. The Jeep would go on to be one of the most iconic vehicles of all time with post-war versions of the military Jeep being produced into the 1960s. You can still see some designs of the original Jeep in many of the current Jeep company models.
Did you know you can order many of the pinups you see posted on here? Check out the Dietz Dolls online store where you can find military pinups, classic pinups, the propaganda pinup poster series, and lots more in sizes ranging from 8x10 prints to 24x36 posters! www.dietzdolls.com/catalog
Model: Melissa
Photographer: Britt Dietz
Online Pinup Print and Poster Store: www.dietzdolls.com/catalog
© Dietz Dolls Vintage Pinup Photography: www.dietzdolls.com
Instagram: www.instagram.com/vintagepinups/
Facebook Fan Page: www.facebook.com/DietzPinupPhotography
The weather was great! *Thank You Lord!*
From i-Group outing, Hadsan Beach.
Thanks gang for the laughter! (happy birthday i-pres and i-cute)
Iron Photographer 202
Required elements: (1) a broken toy (2) the last item of clothing you bought (3) partially desaturated
Statue of a Victorious Youth, 300-100 B.C.E, Getty Villa. This statue made of bronze inlaid with copper, depicting an Olympic winner wearing an Olive wreath was found submerged in international waters off the Adriatic coast.
Radio News was an American monthly technology magazine published from 1919 to 1971.
The magazine was started by Hugo Gernsback as a magazine for amateur radio enthusiasts,
but it evolved to cover all the technical aspects to radio and electronics,
-- Wikipedia
Pencil & digital work
2011/8/8
I really try very hard to answer the questions, but it's still all in a mess.
I cannot but to suppose it's due to the bad questions.
I hope that rather than good-record students, the teacher would like the one who can express free.
2011/8/8 作答
我真的很拼命的在寫答案，結果錯得亂七八糟。
我也忍不住會想是題目出得不好，但我希望比起考高分，老師更喜歡自由發揮的學生。
沒有被當的話，我願意繼續寫考卷。
Lovely friend Rochelle Hewston asked in my previous set of pics if I was wearing an apron or if it was part of the skirt? It's actually a Mini Dress and is now shown sans apron!
Answers come in many forms. One, most recently, came to me when Andrew, our 14 year old, nearly died. It was a close call and long experience. It started the day before school began here. Rushing him into emergency, where they removed his appendix. Unfortunately, they were wrong. Andrew instantly got worse. They sent him home anyway. I watched and called the doctors. Andrew started slipping through my fingertips. Pain. Pain. Pain. Weak. Weak. Weak. Fever. Fever. Fever. Unable to keep anything down. Pain. My baby in such pain.
Finally, the doctor listened. Almost too late. Andrew had a very rare disorder, which ended up bursting inside of him - expelling stomach acid and over a pints worth of pus. Second surgery lasted three hours.
Nearly four weeks later. I stand here staring out the window, knowing all I need are my kids, husband and those who love us for us - truly - unconditionally. My little family is what I value. And if anyone can't see that, well, then....their loss.
I can't even begin to express the gratitude in this experience. Just when you think life can't get any harder you come seconds away from losing a child. So many people are not as lucky. I count my blessings.....1...2...3...4 + Me + those of you who honestly love us = LOVE.
oxox
Class A4 4468, Mallard - one of 35 A4 class engines. She broke the steam engine speed record on 3 July, 1938.
It's old, it's a Mercedes L710, and there my knowledge runs out.
Pembroke Road, Southsea
06 August 2017
Because he has set his love on me, therefore I will deliver him: I will set him on high, because he has known my name. He will call on me, and I will answer him: I will be with him in trouble; I will deliver him, and honour him.
Psalm 91:14-15
Sometimes when we're just beginning to understand the question, He's already answered it.
–Carli
Created for MMM Challenge 171 - Coffee.
Coffee image, from Pexels.
Cup with pop-art, from Pixabay.
There's NO AI in this image!
= = = = = = = = = = = = =
© All rights reserved. This image may not be copied, reproduced, distributed, republished, downloaded, displayed, posted, or transmitted in any form or by any means, including electronic, mechanical, photocopying & recording without my written permission. Thanks.
~ Thank you for visiting my photostream, for the invites, faves, awards and kind words. It's all much appreciated. ~
The definitive answer to your Burning Questions."Why are Flamingos' knees backwards?" and, "You mind if I don't watch?"
I wish my shutter had been a little faster....but I was unprepared for this sudden action shot.
© All Rights Reserved
I know I'm not alone on this... i worry if I'm making the right decision, or I'm frustrated with where my life isn't... and I can't seen to get any clear cut answers from my family or friends as to which direction to take.
And then I take the time to read it again... just like I have before, except this time the words just jump off the page and nail me straight in the heart... He knew all along that I would be right here, at this very moment in my life, and he had these words written over 2,000 years ago just for me... so I could see clearly the path that lies before me...
Thanks for not giving up on me...
On a less personal note... this young man is modeling for a friend of mine who runs an outreach program for incarcerated youth in the local jails. I was asked to help with some pics for their new brochure. I have this one and a couple more that I would love your critique on... thanks :)
seen as successfully assessing the problem and correctly realising the answer had nothing to do with knot work, but rather creating a situation in which the knot no longer worked.
The unfathomable knot had been dedicated to the Phrygian God Sabazios. Alexander and his fellow Greeks recognised aspects of Sabazios that for them connected him to their God Zeus. Zeus was the all father and chief of the Greek Gods on Mount Olympus. In resolving the Gordian Knot that had been held sacred and guarded by the Priest of Sabazios, Alexander who became known as, “The Great,” showed that he would let nothing stand in his way, that he was determined to defeat any problem and to be victorious winning and so bringing the blessings of Priests and Gods with him on his vast military campaign. Other interpretations are made of this recorded incident and the Gordian Knot is a legendary feat that is taken as evidence of many different problems and solutions leading to the retelling being set to reveal almost whatever each tale teller wants you to see in their version of the story. Here my Gordian Knot has been the joining of the ropes in Photoshop to present loops at the harbour where the sea never stills and rather it rolls around in seasonal tides and so readily presents whatever aspect of the sea you wish to see.
© PHH Sykes 2022
phhsykes@gmail.com