Miniature computerized theatre which showcases a ten-minute condensed performance of the second act of the ballet "Giselle".

There are 13 six-inch dancers who are choreographed to perform the ballet to an edited version of the score. The performance is viewed in a darkened room to give the audience the sense that they are watching the ballet from the balcony of an actual theatre.

Commissioned in 1997 by a U.S.collector of theatre memorabilia, the model is 34" w x 32"h x 22" d. The artist resides in Canada.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

Seeking a domestic aircraft manufacturer, the Brazilian government made several investments in this area during the 1940s and '50s, but it was not until 1969 that Empresa Brasileira de Aeronáutica (EMBRAER) was created as a government-owned corporation. Born from a Brazilian government plan and having been state-run from the beginning, EMBRAER began a privatization process alongside many other state-controlled companies during the government of Fernando Henrique Cardoso. This privatization effort saw EMBRAER sold on December 7, 1994, and helped it avoid a looming bankruptcy.

 

The company's first product was a turboprop transport, the EMBRAER EMB 110 Bandeirante. In the course of years, both civil and military aircraft were developed, the focus shifted more and more to airliners, but the military work was never abandoned. The company continued to win government contracts, which included the EMB 314/T-27 Tucano trainer or the EMB 324/A-29 ground attack aircraft.

 

The EMB 320 was a bigger aircraft, though, and conceived in the early 2000s, when, with renewed economic stability, the Brazilian Air Force (Força Aérea Brasileira, FAB) underwent an extensive renewal of its inventory through several acquisition programs. The most ambitious of which was the acquisition of 36 new front-line interceptor aircraft to replace its aging Mirage III, known as the “F-X Project”.

 

In parallel, a supplement to the relatively new AMX fighter bomber (designated A-1 in Brazil) was needed, too, and this program ran under the handle “A-X Project”. While the F-X program was postponed several times until 2005, the A-X program made, thanks to its smaller budget needs, quick progress and resulted in the EMB 320 'Libélula' (Hornet), a dedicated ground attack, COIN and observation/FAC aircraft which would fill the gap between the AMX jets and various helicopters, e. g. the Mi-35M4 attack helicopter.

 

The EMB 320 was a straightforward design: a mid-wing two-turboprop-engined all-metal monoplane with retractable landing gear. Conceptually it was very similar to the Argentinian FMA IA-58 Pucara, but more sophisticated and with more compact dimensions. The aircraft was designed to operate from forward bases, in high temperature and humidity conditions in extremely rugged terrain. Repairs could be made with ordinary tools, and no ground equipment was required to start the engines.

 

The EMB 320 had a tandem cockpit arrangement; the crew of two were seated under an extensively glazed canopy on Martin-Baker Mk 6AP6A zero/zero ejection seats and were provided with dual controls. The pilot sat in front, while the rear seat would, if the mission called for it, be occupied by an observer, WSO or a flight teacher for training purposes. Armor plating was fitted to protect the crew and engines from hostile ground fire.

 

The retractable tricycle landing gear, with a double nose wheel and twin main wheels retracting into the engine nacelles, was fitted with low pressure tires to suit operations on rough ground and unprepared air strips, while the undercarriage legs were tall to give good clearance for underslung weapon loads. The undercarriage, flaps and brakes are operated hydraulically, with no pneumatic systems.

Through powerful high lift devices the EMB 320 could perform short takeoffs and landings, even on aircraft carriers and large deck amphibious assault ships without using catapults or arresting wires. Additionally, three JATO rockets could be fitted under the fuselage to allow extra-short take-off.

 

The aircraft was powered by a pair of Garrett T76-G turboprops, 1,040 hp (775.5 kW) each, driving sets of contra-rotating, three-bladed Hamilton-Standard propellers which were also capable of being used as air brakes. The engines were modified for operating on soy-derived bio-jet fuel. Alternatively the engines would operate on high-octane automobile fuel with only a slight loss of power, too.

Fuel was fed from two fuselage tanks of combined capacity of 800 l (180 imp gal; 210 US gal) and two self-sealing tanks of 460 l (100 imp gal; 120 US gal) in the wings.

 

The “Libélula”, quickly christened this way due to its slender fuselage, straight wings and the large cockpit glazing, was highly maneuverable at low altitude, had a low heat signature and incorporated 4th generation avionics and weapons system to deliver precision guided munitions at all weather conditions, day and night.

 

Armament consisted of two fixed 30 mm (1.181 in) Bernardini Mk-164 cannons in the wing roots and a total of nine external weapon hardpoints; these included a pair of launch rails at the wingtips for AIM-9 Sidewinder AAMs (or ECM pods), four underwing pylons outside of the propeller radius and three underfuselage hardpoints. Chaff/flare dispensers in the tail section provided passive safety. The EMB 320 could carry more than 3.5 tons of external munitions, and loiter for three or more hours.

 

Avionics included:

● MIL-STD-1553 standards

● NVG ANVIS-9 (Night Vision)

● CCIP / CCRP / CCIL / DTOS / LCOS / SSLC (Computerized Attack Modes)

● R&S{RT} M3AR VHF/UHF airborne transceiver (two-way encrypted Data Link provision)

● HUD / HOTAS

● HMD with UFCP(Up Front Control Panel)

● Laser INS with GPS Navigational System

● CMFD (Colored Multi-Function Display) liquid crystal active matrix

● Integrated Radio Communication and Navigation

● Video Camera/Recorder

● Automatic Pilot with embedded mission planning capability

● Stormscope WX-1000E (Airborne weather mapping system)

● Laser Range Finder

● WiPak Support – (Wi-Fi integration for Paveway bombs)

● Training and Operation Support System (TOSS)

The prototype made its maiden flight on 2nd of April 2000. In August 2001, the Brazilian Air Force awarded EMBRAER a contract for 52 A-27 Libélula aircraft with options for a further 23, acquired from a contract estimated to be worth around $320 USD millions. The first aircraft was delivered in December 2003. By September 2007, 50 aircraft had entered service. The 75th, and last, aircraft was delivered to the FAB in June 2012.

 

While the Libélula has not been used in foreign conflicts the aircraft already fired in anger: One of the main missions of the aircraft was and is border patrol under the SIVAM program, and this resulted in several incidents in which weapons were fired.

 

On 3 June 2009, two BAF A-27A Libélulas, guided by an EMBRAER E-99, intercepted a Cessna U206G engaged in drug trafficking activities. Inbound from Bolivia, the Cessna was intercepted in the region of Alta Floresta d'Oeste and, after exhausting all procedures, one of the Moscarsos fired a warning shot from its 30mm cannons, after which the aircraft followed the Libélulas to Cacoal airport.

This incident was the first use of powers granted under the Shoot-Down Act, which was enacted in October 2004 in order to legislate for the downing of illegal flights. A total of 176 kg of pure cocaine base paste, enough to produce almost a ton of cocaine, was discovered on board the Cessna; the aircraft's two occupants attempted a ground escape before being arrested by Federal Police in Pimenta Bueno.

 

On 5 August 2011, Brazil started “Operation Ágata”, part of a major "Frontiers Strategic Plan" launched by President Dilma Rousseff in June, with almost 30 continuous days of rigorous military activity in the region of Brazil’s border with Colombia. It mobilized 35 aircraft and more than 3,000 military personnel of the Brazilian Army, Brazilian Navy and Brazilian Air Force surveillance against drug trafficking, illegal mining and logging, and trafficking of wild animals.

 

A-29s of 1°/3º Aviation Group (GAv), Squadron Scorpion, as well as six A-27A’s from 4°/3° GAv launched a strike upon an illicit airstrip, deploying eight 230 kg (500 lb) computer-guided Mk 82 bombs to render the airstrip unusable.

Multiple EMB 320 were assigned for night operations, locating remote jungle airstrips used by drug smuggling gangs along the border, and were typically guarded by several E-99 aircraft. The Libélulas also located targets for the A-29 Super Tucanos, allowing them to bomb the airstrips with an extremely high level of accuracy, making use of night-vision systems and computer systems calculating the impact points of munitions.

  

General characteristics

Crew: 2

Length (w/o pitot): 41 ft 10 in (12.76 m)

Wingspan: 40 ft 9 1/2 in (12.45 m)

Height: 13 ft 6 2/3 in (4.14 m)

Wing area: 203.4 ft² (18.9 m²)

Empty weight: 8.920 lb (4.050 kg)

Max. take-off weight: 16.630 lb (7.550 kg)

 

Powerplant:

2× Garrett T76-G410/411 turboprops, 1,040 hp (775.5 kW) each

 

Performance:

Maximum speed: 307 mph (267 kn, 495 km/h)

Range: 1.860 mi (1.620 nmi, 3.000 km)

Service ceiling: 30.160 ft (9.150 m)

Rate of climb: 2.966 ft/min (15 m/s)

 

Armament:

2× fixed 30 mm (1.181 in) Bernardini Mk-164 cannons in the wing roots with 200 RPG

9× external hardpoints for an ordnance load of 8.000 lb (3.630 kg), including smart weapons (e. g. Paveway GBUs, AGM-65B,C or D Maverick, AGM-114 Hellfire), iron bombs, cluster bombs, napalm tanks, unguided rocket pods and AIM-9 Sidewinder AAMs as well as drop tanks.

  

The kit and its assembly:

This whif model is a remake of an idea I had/did many years ago from the remains of an Airfix OV-10D Bronco: converting it into a "normal" aircraft. While one could argue that this is not really exciting, I found this project pretty challenging as I wanted to make the result as plausible as possible, not just glue some leftover parts together (what I did years ago). And doing so turned a simple idea into major surgery and sculpting – or, how flickr fellow user Franclab called it, “it makes the Bronco look like the whif and the Libélula the real aircraft”.

 

The basis was a NiB OV-10A Bronco from Academy, a very good kit with a nice cockpit and lots or ordnance. Great value for the money. Design benchmark for what I had in mind was the FMA IA-58 Pucara, as it was designed for the exact same job as my EMB 320 - but details would differ.

 

The rear of the Bronco's central cabin was cut off and mated with the rear fuselage of a Matchbox Bf 110, which has a similar diameter - but the intersection between the square front of the Bronco and the oval Bf 110 fuselage was tricky (= requiring lots of putty work).

When these basic elements were fitted together, I finally decided to raise the spine. The mated fuselage parts would have had worked, but since the original high wings were missing, the EMB 320 would have had a distinctive and pointless hunchback - actually, with a rotor added, it could have become a helicopter, too!

Well, I went for the big solution, also in order to make the fuselage seam less obvious, and the whole upper rear fuselage was sculpted from 2C and NC putty. In the same process the tail was integrated into the fuselage. As a drawback, this shifted the kit's CG so far back that the lead load in the nose could not keep the front wheel down. Well, it's the price to pay for a better overall look.

 

The twin fins come from a 1:100 A-10, leftover from a Revell SnapFit kit, while the horizontal stabilizers were taken from the OV-10A, but had to be re-engraved in order to make the flap geometry plausible.

 

The wings were taken OOB and, relative to the Bronco, placed in a lower position, their original attachment point on top of the fuselage was faired over. The original plan had been to place them completely low, right where the OV-10's wing stubs would be located. But due to the engine nacelles under the wings I finally set them at mid height - otherwise, ground clearance and/or landing gear length had become a big issue - and the thing still looks stalky!

Moving the nacelles into a different (higher) wing position would have been an option, too, but that was IMHO too complicated. Since the EMD 320 would not have storage space behind the cockpit, a wing spar right through the fuselage would not be implausible. As a side effect I had to close the complete belly gap under the Bronco fuselage, again with 2C putty.

 

The Bronco’s tail booms were cut off and pointed end covers added, so that classic engine nacelles which also carry the main landing gear were created. The engine exhausts were relocated towards the nacelle’s end, and the propeller attachment modified, so that the propeller could turn freely on a metal axis and the overall look would be changed.

 

The cockpit tub was taken OOB, but armored seats from an Italeri AH-1 were used (with added headrests), as well as two crew figures, which come IIRC from a Hasegawa RA-5C Vigilante.

 

A new nose section with a sensor turret was built from scratch. It consists of parts from an AH-64 attack helicopter, mated with some styrene sheets for appropriate length. The shape was sculpted from massive material, and the result looks mean and menacing. The pitots were made from scratch, as well as the radar warning sensors on the hull.

 

The landing gear was improvised. The front strut actually belongs to a 1:200 Concorde(!) from Revell, the respective front wheels belong to an ESCI Ka-34 helicopter. For the main landing gear I used the struts from the Bronco kit, but the twin wheels are donations from the scrap box: these come from two Italeri Hawker Hawk kits.

 

The ordnance was puzzled together from the scrap box, too, as well as from Hasegawa Weapon sets. As the aircraft was supposed to have taken part in the real world “Operation Ágata”, I decided to add four light Paveway gliding bombs. Two Sidewinders and a pair of M260 rocket launchers (for seven 2.75"/70mm target marking missiles with phosphorous warheads) complete the full load.

The wing pylons come from two Italeri Tornados, those under the fuselage belong to a Matchbox Viggen and an Italeri Kfir.

 

As a final note: originally I wanted to call the aircraft “Moscardo” (= Hornet), but when it took shape its overall lines and potential agility made the dragonfly (Libélula in Portuguese) a much more appropriate namesake. So it goes... ^^

  

Painting and markings:

The reason why this turned out to be a Brazilian aircraft is the fact that I have been wanting to use the current FAB paint scheme for some time - it's basically made up from only two colors, FS 34092 (Dark Green) and FS 36176 (“F-15 Gray”, used on USAF F-15Es), paired with low-viz markings. Looks strange at first glance, like a poor man's Europe One/Lizard scheme, but over a typical rain forest scenery, low altitude and with hazy clouds around it is VERY effective, check the beauty pics which are based on BAF press releases. And it simply looks cool.

 

The pattern is based on current BAF F-5E fighters, the markings come from an FCM decal sheet and actually belong to a BAF Mirage 2000. 4º/3º GAv of the Brazilian Air Force is fictional, though, and some warning stencils were taken from the Academy kit.

 

The cockpit interior was painted in Dark Gull Gray (Humbrol 140), the landing gear wells in a yellow zinc chromate primer (Humbrol 225, Mid Stone) while the landing gear struts remained blank Aluminum, The outer wheel disks are white, while the inside is red - a detail I incorporated from some USN aircraft.

 

Painting was not spectacular - since the cockpit has a lot of glass to offer, I painted the windscreen with translucent light blue, and the observer on the rear seat received a similar sun blocker in deep blue. Translucent paint (yellow and black) was also used on the optical sensors at the nose turret as well as for position lights, all on a silver base.

 

The model was only slightly weathered thorough a black ink wash and some dry-brushing with Humbrol 140 and Testors 2076 (RLM 62) in order to emphasize panels - some panel lines were also painted onto the fuselage with thinned black ink, as the "new" rear body is devoid of any detail and difficult to engrave.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

 

Some background:

The Northrop Grumman-IAI F-24 is the latest reincarnation of the USAF "Lightweight Fighter Program" which dates back to the 1950ies and started with the development of Northrop's F-5 "Freedom Fighter".

 

The 1st generation F-5 became very successful in the export market and saw a long line of development, including the much more powerful F-5E "Tiger II" and the F-20 Tigershark (initially called F-5G). Northrop had high hopes for the F-20 in the international market; however, policy changes following Ronald Reagan's election meant the F-20 had to compete for sales against aircraft like the F-16, the USAF's latest fighter design (which was politically favored). The F-20 development program was eventually abandoned in 1986 after three prototypes had been built and a fourth partially completed.

 

But this was not the end for Northrop’s Lightweight Fighter. In the early 1980s, two X-29As experimental aircraft were built by Grumman from two existing Northrop F-5A Freedom Fighter airframes. The Grumman X-29 was a testbed for forward-swept wings, canard control surfaces, and other novel aircraft technologies. The aerodynamic instability of this arrangement increased agility but required the use of computerized fly-by-wire control. Composite materials were used to control the aeroelastic divergent twisting experienced by forward-swept wings, also reducing the weight. The NASA test program continued from 1984 to 1991 and the X-29s flew 242 times, gathering valuable data and breaking ground for new aerodynamic technologies of 4th and 5th generation fighters.

 

Even though no service aircraft directly evolved from the X-29, its innovative FBW system as well as the new material technologies also opened the door for an updated F-20 far beyond the 1990ies. It became clear that ever expensive and complex aircraft could not be the answer to modern, asymmetrical warfare in remote corners of the world, with exploding development costs and just a limited number of aircraft in service that could not generate true economies of scale, esp. when their state-of-the-art design would not permit any export.

Anyway, a global market for simpler fighter aircraft was there, as 1st generation F-16s as well as the worldwide, aging F-5E fleet and types of Soviet/Russian origin like the MiG-29 provided the need for a modern, yet light and economical jet fighter. Contemporary types like the Indian HAL Tejas, the Swedish Saab Gripen, the French Dassault Rafale and the Pakistani/Chinese FC-1/JF-17 ”Thunder” proved this trend among 4th - 4.5th generation fighter aircraft.

 

Northrop Grumman (Northrop bought Grumman in 1994) initiated studies and basic design work on a respective New Lightweight Fighter (NLF) as a private venture in 1995. Work on the NLF started at a slow pace, as the company was busy with re-structuring.

The idea of an updated lightweight fighter was fueled by another source, too: Israel. In 1998 IAI started looking in the USA for a development partner for a new, light fighter that would replace its obsolete Kfir fleet and partly relieve its F-16 and F-15 fleet from interception tasks. The domestic project for that role, the IAI Lavi, had been stillborn, but lots of its avionics and research were still at hand and waited for an airframe for completion.

The new aircraft for the IAF was to be superior to the MiG-29, at least on par with the F-16C/D, but easier to maintain, smaller and overall cheaper. Since the performance profiles appeared to be similar to what Northrop Grumman was developing under the NLF label, the US company eventually teamed up with IAI in 2000 and both started the mutual project "Namer" (=נמר, “Tiger” in Hebrew), which eventually lead to the F-24 I for the IAF which kept its project name for service and to the USAF’s F-24A “Tigershark”.

 

The F-24, as the NLF, was based on the F-20 airframe, but outwardly showed only little family heritage, onle the forward fuselage around the cockpit reminds of the original F-5 design . Many aerodynamic details, e. g. the air intakes and air ducts, were taken over from the X-29, though, as the experimental aircraft and its components had been developed for extreme maneuvers and extra high agility. Nevertheless, the X-29's forward-swept wing was considered to be too exotic and fragile for a true service aircraft, but the F-24 was to feature an Active Aeroelastic Wing (AAW) system.

 

AAW Technology integrates wing aerodynamics, controls, and structure to harness and control wing aeroelastic twist at high speeds and dynamic pressures. By using multiple leading and trailing edge controls like "aerodynamic tabs", subtle amounts of aeroelastic twist can be controlled to provide large amounts of wing control power, while minimizing maneuver air loads at high wing strain conditions or aerodynamic drag at low wing strain conditions. This system was initially tested on the X-29 and later on the X-53 research aircraft, a modified F-18, until 2006.

 

Both USAF and IAF versions feature this state-of-the-art aerodynamic technology, but it is uncertain if other customers will receive it. While details concerning the F-24's system have not been published yet, it is assumed that its AAW is so effective that canard foreplanes could be omitted without sacrificing lift and maneuverability, and that drag is effectively minimized as the wing profile can be adjusted according to the aircraft’s speed, altitude, payload and mission – much like a VG wing, but without its clumsy and heavy swiveling mechanism which has to bear high g forces. As a result, the F-24 is, compared to the F-20, which could carry an external payload of about 3.5 tons, rumored to be able to carry up to 5 tons of ordnance.

 

The delta wing shape proved to be a perfect choice for the required surface and flap actuators inside of the wings, and it would also offer a very good compromise between lift and drag for a wide range of performance. Anyway, there was one price to pay: in order to keep the wing profile thin and simple, the F-24’s landing gear retracts into the lower fuselage, leaving the aircraft with a relatively narrow track.

 

Another major design factor for the outstanding performance of this rather small aircraft was weight reduction and structural integrity – combined with simplicity, ruggedness and a modular construction which would allow later upgrades. Instead of “going big” and expensive, the new F-24 was to create its performance through dedicated loss of weight, which was in some part also a compensation for the AAW system in the wings and its periphery.

 

Weight was saved wherever possible, e .g. a newly developed, lightweight M199A1 gatling gun. This 20mm cannon is a three-barreled, heavily modified version of the already “stripped” M61A2 gun in the USAF’s current F-18E and F-22. One of the novel features is a pneumatic drive instead of the traditional electric mechanism, what not only saves weight but also improves trigger response. The new gun weighs only a mere 65kg (the six-barreled M61A2 weighs 92kg, the original M61A1 112 kg), but still reaches a burst rate of fire of 1.800 RPM (about 800 RPM under cyclic fire, standard practice is to fire the cannon in 30 to 50-round bursts, though) and a muzzle velocity of 1.050 metres per second (3,450 ft/s) with a PGU-28/B round.

 

While the F-16 was and is still made from 80% aluminum alloys and only from 3% composites, the F-24 makes major use of carbon fiber and other lightweight materials, which make up about 40% of the aircraft’s structure, plus an increased share of Titanium and Magnesium alloys. As a consequence and through many other weight-saving measures like keeping stealth capabilities to a minimum (even though RAM was deliberately used and many details designed to have a natural low radar signature, resulting in modest radar cross-section (RCS) reductions), a single, relatively small engine, a fuel-efficient F404-GE-402 turbofan, is enough to make the F-24 a fast and very agile aircraft, coupled with a good range. The F-24’s thrust/weight ratio is considerably higher than 1, and later versions with a vectored thrust nozzle (see below) will take this level of agility even further – with the pilot becoming the limiting factor for the aircraft’s performance.

 

USAF and IAF F-24s are outfitted with Northrop Grumman's AN/APG-80 Active Electronically Scanned Array (AESA) radar, also used in the F-16 Block 60 aircraft. Other customers might only receive the AN/APG-68, making the F-24 comparable to the F-16C/D.

 

The first prototype, the YF-24, flew on 8th of March 2008, followed by two more aircraft plus a static airframe until summer 2010. In early 2011 the USAF placed an initial order of 101 aircraft (probably also to stir export sales – the earlier lightweight fighters from Northrop suffered from the fact that the manufacturer’s country would not use the aircraft in its own forces). These initial aircraft will replace older F-16 in the interceptor role, or free them for fighter bomber tasks. The USN and USMC also showed interest in the aircraft for their aggressor squadrons, for dissimilar air combat training. A two-seater, called the F-24B, is supposed to follow soon, too, and a later version for 2020 onwards, tentatively designated F-24C, is to feature an even stronger F404 engine and a 3D vectoring nozzle.

 

Israel is going to produce its own version domestically from late 2014 on, which will exclusively be used by the IAF. These aircraft will be outfitted with different avionics, built by Elta in Israel, and cater to national requirements which focus more on multi-purpose service, while the USAF focusses with its F-24A on aerial combat and interception tasks.

 

International interest for the F-24A is already there: in late 2013 Grumman stated that initial talks have been made with various countries, and potential export candidates from 2015 on are Taiwan, Singapore, Thailand, Finland, Norway, Australia and Japan.

  

General F-24A characteristics:

Crew: 1 pilot

Length: 47 ft 4 in (14.4 m)

Wingspan: 27 ft 11.9 in / 8.53 m; with wingtip missiles (26 ft 8 in/ 8.13 m; without wingtip missiles)

Height: 13 ft 10 in (4.20 m)

Wing area: 36.55 m² (392 ft²)

Empty weight: 13.150 lb (5.090 kg)

Loaded weight: 15.480 lb (6.830 kg)

Max. take-off weight: 27.530 lb (12.500 kg)

 

Powerplant

1× General Electric F404-GE-402 turbofan with a dry thrust of 11,000 lbf (48.9 kN) and 17,750 lbf (79.2 kN) with afterburner

 

Performance

Maximum speed: Mach 2+

Combat radius: 300 nmi (345 mi, 556 km); for hi-lo-hi mission with 2 × 330 US gal (1,250 L) drop tanks

Ferry range: 1,490 nmi (1715 mi, 2759 km); with 3 × 330 US gal (1,250 L) drop tanks

Service ceiling: 55,000 ft (16,800 m)

Rate of climb: 52,800 ft/min (255 m/s)

Wing loading: 70.0 lb/ft² (342 kg/m²)

Thrust/weight: 1.09 (1.35 with loaded weight & 50% fuel)

 

Armament

1× 20 mm (0.787 in) M199A1 3-barreled Gatling cannon in the lower fuselage with 400 RPG

Eleven external hardpoints (two wingtip tails, six underwing hardpoints, three underfuselage hardpoints) and a total capacity of 11.000 lb (4.994 kg) of missiles (incl. AIM 9 Sidewinder and AIM 120 AMRAAM), bombs, rockets, ECM pods and drop tanks for extended range.

  

The kit and its assembly:

A spontaneous project. This major kitbash was inspired by fellow user nighthunter at whatifmodelers.com, who came up with a profile of a mashed-up US fighter, created “out of boredom”. The original idea was called F-21C, and it was to be a domestic successor to the IAI Kfirs which had been used by the US as aggressor aircraft in USN and USMC service for a few years.

 

As a weird(?) coincidence I had many of the necessary ingredients for this fictional aircraft in store, even though some parts and details were later changed. This model here is an interpretation of the original design. The idea was spun further, and the available parts that finally went into the model also had some influence on design and background.

I thank nighthunter for sharing the early ideas, inviting me to take the design to the hardware stage (sort of…) and adapting my feedback into new design sketches, too, which, in return, inspired the model building process.

 

Well, what went into this thing? To cook up a F-24 à la Dizzyfugu you just need (all in 1:72):

● Fuselage from a Hasegawa X-29, including the cockpit and the landing gear

● Fin and nose cone from an Italeri F-16A

● Inner wings from a (vintage) Hasegawa MiG-21F

● Outer wings from a F-4 (probably a J, Hasegawa or Fujimi)

 

The wing construction deviates from nighthunter’s original idea. The favorite ingredients would have been F-16XL or simple Mirage III wings, but I found the composite wing to be more attractive and “different”. The big F-16XL wings, despite their benefit of a unique shape, might also have created scale/size problems with a F-20 style fuselage? So I built hybrid wings: The MiG-21 landing gear wells were filled with putty and the F-4 outer wings simply glued onto the MiG inner wing sections, which were simply cut down in span. It sounds like an unlikely combo, but these parts fit together almost perfectly! In order to hide the F-4 origins I modified them to carry wingtip launch rails, though, which were also part of nighthunter’s original design.

 

The AAW technology detail mentioned in the background came in handy as it explains the complicated wing shape and the fact that the landing gear retracts into the fuselage, not into the wings, which would have been more plausible… Anyway, there’s still room for a simpler export version, with Mirage III or Kfir C.2/7 wings, and maybe canards?

 

Using the X-29 as basis also made fitting the new wings onto the area-ruled fuselage pretty easy, as I could use the wing root parts from the X-29 to bridge the gap. The original, forward-swept wings were just cut away, and the remains used as consoles for the new hybrid delta wings. Took some SERIOUS putty work, but the result is IMHO fine.

 

The bigger/square X-29 air intakes were taken over, and they change the look of the aircraft, making it look less F-5-ish than a true F-20 fuselage. For the same reason I kept the large fairing at the fin base, combining it with a bigger F-16 tail, though, as a counter-balance to the new, bigger wings. Again, the F-16 fin was/is part of nighthunter’s idea, so the model stays true to the original concept.

 

For the same reason I omitted the original X-29 nose, which is rather pointy, sports vanes and a large sensor boom. The F-16 nose was a plausible choice, as the AN/APG-80 is also carried by late Fighting Falcons, and its shape fits well, too.

 

All around the hull, some small details like radar warning sensors, pitots and air scoops were added. Not really necessary, but such thing add IMHO to the overall impression of such a fictional aircraft beyond the prototype stage.

 

Cockpit and landing gear were taken OOB, I just added a pilot figure and slightly modified the seat.

 

The ordnance was puzzled together from the scrap box, the AIM-9Ls come from the same F-4 kit which donated its outer wings, the AIM-120s come from an Italeri NATO weapons kit. The drop tanks belong to an F-16.

  

Painting and markings:

At first I considered an F-24I in IAF markings, or even a Japanese aircraft, but then reverted to one of nighthunter’s initial, simple ideas: an USAF aircraft in the “Hill II” paint scheme (F-16 style), made up from three shades of gray (FS 36118, 36270 and 36375) with low-viz markings and stencils. Dutch/Turkish NF-5A/Bs in the “Hill II” scheme were used as design benchmarks, too. It’s a simple livery, but on this delta wing aircraft it looks pretty interesting. I used enamels, what I had at hand: Humbrol 127 and 126, and Modelmaster's 1723.

 

A light black ink wash was applied, in order to em,phasize the engraved panel lines, in contrast to that, panels were manually highlighted through dry-brushed, lighter shades of gray (Humbrol 27, 166 and 167).

 

“Hill II” also adds to a generic, realistic touch for this whif. Doing an exotic air force thing is rather easy, but creating a convincing whif for a huge military machinery like the USAF’s takes more subtlety, I think.

 

The cockpit was painted in medium Gray (Dark Gull Grey, FS 36231, Humbrol 140), as well as the radome. The landing gear and the air intakes were painted white. The radome was painted with Revell 47 and dry-brushed with Humbrol 140.

 

Decals were puzzled together from various USAF aircraft, including sheets from an Airfix F-117, an Italeri F-15E and even an Academy OV-10D.

  

Tadah: a hardware tribute to an idea, born from boredom - and the aircraft does not look even bad at all? What I wanted to achieve was to make the F-24 neither look like a F-20, nor a Saab Gripen clone, as the latter comes close in overall shape, size and design.

Photography shot at location in Coral Gables, FL

www.doctorordonez.com

The inside includes a driver-centered cockpit with a configurable computerized instrument group, as well as a halfway mounted infotainment framework. The McLaren Speedtail available to be purchased is restricted to only 106 units, and is estimated at $2.3 million.

Boeing's B-29 Superfortress was the most sophisticated, propeller-driven, bomber to fly during World War II, and the first bomber to house its crew in pressurized compartments. Boeing installed very advanced armament, propulsion, and avionics systems into the Superfortress. During the war in the Pacific Theater, the B-29 delivered the first nuclear weapons used in combat. On August 6, 1945, Colonel Paul W. Tibbets, Jr., in command of the Superfortress Enola Gay, dropped a highly enriched uranium, explosion-type, "gun-fired," atomic bomb on Hiroshima, Japan. Three days later, Major Charles W. Sweeney piloted the B-29 Bockscar and dropped a highly enriched plutonium, implosion-type atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. On August 14, 1945, the Japanese accepted Allied terms for unconditional surrender.

 

In the late 1930s, U. S. Army Air Corps leaders recognized the need for very long-range bombers that exceeded the performance of the B-17 Flying Fortress. Several years of preliminary studies paralleled a continuous fight against those who saw limited utility in developing such an expensive and unproven aircraft but the Air Corps issued a requirement for the new bomber in February 1940. It described an airplane that could carry a maximum bomb load of 909 kg (2,000 lb) at a speed of 644 kph (400 mph) a distance of at least 8,050 km (5,000 miles). Boeing, Consolidated, Douglas, and Lockheed responded with design proposals. The Army was impressed with the Boeing design and issued a contract for two flyable prototypes in September 1940. In April 1941, the Army issued another contract for 250 aircraft plus spare parts equivalent to another 25 bombers, eight months before Pearl Harbor and nearly a year-and-a-half before the first Superfortress would fly.

 

Among the design's innovations was a long, narrow, high-aspect ratio wing equipped with large Fowler-type flaps. This wing design allowed the B-29 to cruise at high speeds at high altitudes but maintained comfortable handling characteristics during slower airspeeds necessary during takeoff and landing. More revolutionary was the size and sophistication of the pressurized sections of the fuselage: the flight deck forward of the wing, the gunner's compartment aft of the wing, and the tail gunner's station. For the crew, flying at altitudes above 18,000 feet became much more comfortable as pressure and temperature could be regulated in the crew work areas. To protect the Superfortress, Boeing designed a remote-controlled, defensive weapons system. Engineers placed five gun turrets on the fuselage: a turret above and behind the cockpit that housed two .50 caliber machine guns (four guns in later versions), and another turret aft near the vertical tail equipped with two machine guns; plus two more turrets beneath the fuselage, each equipped with two .50 caliber guns. One of these turrets fired from behind the nose gear and the other hung further back near the tail. Another two .50 caliber machine guns and a 20-mm cannon (in early versions of the B-29) were fitted in the tail beneath the rudder. Gunners operated these turrets by remote control--a true innovation. They aimed the guns using computerized sights, and each gunner could take control of two or more turrets to concentrate firepower on a single target.

 

Boeing also equipped the B-29 with advanced radar equipment and avionics. Depending on the type of mission, a B-29 carried the AN/APQ-13 or AN/APQ-7 Eagle radar system to aid bombing and navigation. These systems were accurate enough to enable relatively accurate bombing through cloud layers that completely obscured the target. The B-29B was equipped with the AN/APG-15B airborne radar gun sighting system mounted in the tail to assist in providing accurate defense against enemy fighters attacking at night. B-29s also routinely carried as many as twenty different types of radios and navigation devices.

 

The first XB-29 took off at Boeing Field in Seattle on September 21, 1942. By the end of the year the second aircraft was ready for flight. Fourteen service-test YB-29s followed as production began to accelerate. Building this advanced bomber required massive logistics. Boeing built new B-29 plants at Renton, Washington, and Wichita, Kansas, while Bell built a new plant at Marietta, Georgia, and Martin built one in Omaha, Nebraska. Both Curtiss-Wright and the Dodge automobile company vastly expanded their manufacturing capacity to build the bomber's powerful and complex Curtiss-Wright R-3350 turbo supercharged engines. The program required thousands of sub-contractors but with extraordinary effort, it all came together, despite major teething problems. By April 1944, the first operational B-29s of the newly formed 20th Air Force began to touch down on dusty airfields in India. By May, 130 B-29s were operational. In June, 1944, less than two years after the initial flight of the XB-29, the U. S. Army Air Forces (AAF) flew its first B-29 combat mission against targets in Bangkok, Thailand. This mission (longest of the war to date) called for 100 B-29s but only 80 reached the target area. The AAF lost no aircraft to enemy action but bombing results were mediocre. The first bombing mission against the Japanese main islands since Lt. Col. "Jimmy" Doolittle's raid against Tokyo in April 1942, occurred on June 15, again with poor results. This was also the first mission launched from airbases in China.

 

With the fall of Saipan, Tinian, and Guam in the Mariana Islands chain in August 1944, the AAF acquired airbases that lay several hundred miles closer to mainland Japan. Late in 1944, the AAF moved the XXI Bomber Command, flying B-29s, to the Marianas and the unit began bombing Japan in December. However, they employed high-altitude, precision, bombing tactics that yielded poor results. The high altitude winds were so strong that bombing computers could not compensate and the weather was so poor that rarely was visual target acquisition possible at high altitudes. In March 1945, Major General Curtis E. LeMay ordered the group to abandon these tactics and strike instead at night, from low altitude, using incendiary bombs. These firebombing raids, carried out by hundreds of B-29s, devastated much of Japan's industrial and economic infrastructure. Yet Japan fought on. Late in 1944, AAF leaders selected the Martin assembly line to produce a squadron of B-29s codenamed SILVERPLATE. Martin modified these Superfortresses by removing all gun turrets except for the tail position, removing armor plate, installing Curtiss electric propellers, and modifying the bomb bay to accommodate either the "Fat Man" or "Little Boy" versions of the atomic bomb. The AAF assigned 15 Silverplate ships to the 509th Composite Group commanded by Colonel Paul Tibbets. As the Group Commander, Tibbets had no specific aircraft assigned to him as did the mission pilots. He was entitled to fly any aircraft at any time. He named the B-29 that he flew on 6 August Enola Gay after his mother. In the early morning hours, just prior to the August 6th mission, Tibbets had a young Army Air Forces maintenance man, Private Nelson Miller, paint the name just under the pilot's window.

 

Enola Gay is a model B-29-45-MO, serial number 44-86292. The AAF accepted this aircraft on June 14, 1945, from the Martin plant at Omaha (Located at what is today Offut AFB near Bellevue), Nebraska. After the war, Army Air Forces crews flew the airplane during the Operation Crossroads atomic test program in the Pacific, although it dropped no nuclear devices during these tests, and then delivered it to Davis-Monthan Army Airfield, Arizona, for storage. Later, the U. S. Air Force flew the bomber to Park Ridge, Illinois, then transferred it to the Smithsonian Institution on July 4, 1949. Although in Smithsonian custody, the aircraft remained stored at Pyote Air Force Base, Texas, between January 1952 and December 1953. The airplane's last flight ended on December 2 when the Enola Gay touched down at Andrews Air Force Base, Maryland. The bomber remained at Andrews in outdoor storage until August 1960. By then, concerned about the bomber deteriorating outdoors, the Smithsonian sent collections staff to disassemble the Superfortress and move it indoors to the Paul E. Garber Facility in Suitland, Maryland.

 

The staff at Garber began working to preserve and restore Enola Gay in December 1984. This was the largest restoration project ever undertaken at the National Air and Space Museum and the specialists anticipated the work would require from seven to nine years to complete. The project actually lasted nearly two decades and, when completed, had taken approximately 300,000 work-hours to complete. The B-29 is now displayed at the National Air and Space Museum, Steven F. Udvar-Hazy Center.

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

After the country's independence from the United Kingdom, after its departure from the European Union in 2017, the young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) started a major procurement program to take over most basic duties the Royal Air Force formerly had taken over in Northern Britain. This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which had stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

 

Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”. The latter would not only have to take over transport duties for the army, there was also a dire need to quickly replace the former Royal Air Force’s Search and Rescue (SAR) capabilities and duties in the North with domestic resources, after this role was handed over to civilian contractor Bristow Helicopters and the RAF’s SAR units had been disbanded.

 

This led to the procurement of six AS365 Dauphin helicopters as an initial measure to keep up basic SAR capabilities, with the prospects of procuring more to become independent from the Bristow Helicopters contract. These aircraft were similar to the Eurocopter SA 366 MH-65 “Dolphin” for the United States Coast Guard but differed in many ways from them and also from any other navalized SA365 variant.

For the RoScAC’s SAR squadron, the SA 365 was taken as a starting point, but the helicopter was heavily modified and locally re-christened “Leumadair” (= Dolphin).

 

The most obvious new feature of the unique Scottish rescue variant was a fixed landing gear with the main wheels on short “stub wings” for a wider stance, stabilizing the helicopter during shipboard landings and in case of an emergency water landing - the helicopter was not able to perform water landings, even though inflatable emergency landing floats were typically fitted. Another obvious difference to other military Dauphin versions was the thimble radome on the nose for an RDR-1600 search and weather radar which is capable of detecting small targets at sea as far as 25 nautical miles away. This layout was chosen to provide the pilots with a better field of view directrly ahead of the helicopter. Additionally, an electro-optical sensor turret with an integrated FLIR sensor was mounted in a fully rotatable turret under the nose, giving the helicopter full all-weather capabilities. Less obvious were a digital glass cockpit and a computerized flight management system, which integrated state-of-the-art communications and navigation equipment. This system provided automatic flight control, and at the pilot's direction, the system would bring the aircraft to a stable hover 50 feet (15 m) above a selected object, an important safety feature in darkness or inclement weather. Selected search patterns could be flown automatically, freeing the pilot and copilot to concentrate on sighting & searching the object.

To improve performance and safety margin, more powerful Turbomeca Arriel 2C2-CG engines were used. Seventy-five percent of the structure—including rotor head, rotor blades and fuselage—consisted of corrosion-resistant composite materials. The rotor blades themselves were new, too, with BERP “paddles”at their tips, a new aerofoil and increased blade twist for increased lifting-capability and maximum speed, to compensate for the fixed landing gear and other external equipment that increased drag. To prevent leading edge erosion the blade used a rubber-based tape rather than the polyurethane used on earlier helicopters.

 

The “Leumadair HR.1”, so its official designation, became operational in mid-2019. Despite being owned by the government, the helicopters received civil registrations (SC-LEA - -LEF) and were dispersed along the Scottish coastline. They normally carried a crew of four: Pilot, Copilot, Flight Mechanic and Rescue Swimmer, even though regular flight patrols were only excuted with a crew of three. The Leumadair HR.1 was used by the RoScAC primarily for search and rescue missions, but also for homeland security patrols, cargo, drug interdiction, ice breaking, and pollution control. While the helicopters operated unarmed, they could be outfitted with manually operated light or medium machine guns in their doors.

However, the small fleet of only six helicopters was far from being enough to cover the Scottish coast and the many islands up north, so that the government prolonged the contract with Bristow Helicopters in late 2019 for two more years, and the procurement of further Leumadair HR.1 helicopters was decided in early 2020. Twelve more helicopters were ordered en suite and were expected to arrive in late 2021.

  

General characteristics:

Crew: 2 pilots and 2 crew

Length: 12,06 m (39 ft 2 1/2 in)

Height: 4 m (13 ft 1 in)

Main rotor diameter: 12,10 m (39 ft 7 1/2 in)

Main rotor area: 38.54 m² (414.8 sq ft)

Empty weight: 3,128 kg (6,896 lb)

Max takeoff weight: 4,300 kg (9,480 lb)

 

Powerplant:

2× Turbomeca Arriel 2C2-CG turboshaft engines, 636 kW (853 hp) each

 

Performance:

Maximum speed: 330 km/h (210 mph, 180 kn)

Cruise speed: 240 km/h (150 mph, 130 kn)

Range: 658 km (409 mi, 355 nmi)

Service ceiling: 5,486 m (17,999 ft)

 

Armament:

None installed, but provisions for a 7.62 mm M240 machine gun or a Barrett M107 0.50 in (12.7

mm) caliber precision rifle in each side door

  

The kit and its assembly:

Another chapter in my fictional alternative reality in which Scotland became an independent Republic and separated from the UK in 2017. Beyond basic aircraft for the RoScAC’s aerial defense duties I felt that maritime rescue would be another vital task for the nascent air force – and the situation that Great Britain had outsourced the SAR job to a private company called for a new solution for the independent Scotland. This led to the consideration of a relatively cheap maritime helicopter, and my choice fell on the SA365 ‘Daupin’, which has been adapted to such duties in various variants.

 

As a starting point there’s the Matchbox SA365 kit from 1983, which is a typical offer from the company: a solid kit, with mixed weak spots and nice details (e. g. the cockpit with a decent dashboard and steering columns/pedals for the crew). Revell has re-boxed this kit in 2002 as an USCG HH-65A ‘Dolphin’, but it’s technically only a painting option and the kit lacks any optional parts to actually build this type of helicopter in an authentic fashion - there are some subtle differences, and creating a convincing HH-65 from it would take a LOT of effort. Actually, it's a real scam from Revell to market the Matchbox Dauphin as a HH-65!

 

However, it was my starting basis, and for a modernized/navalized/military version of the SA365 I made some changes. For instance, I gave the helicopter a fixed landing gear, with main wheels stub wings taken from a Pavla resin upgrade/conversion set for a Lynx HAS.2, which also comes with better wheels than the Matchbox kit. The Dauphin’s landing gear wells were filled with 2C putty and in the same process took the stub wings. The front landing gear well was filled with putty, too, and a adapter to hold the front twin wheel strut was embedded. Lots of lead were hidden under the cockpit floor to ensure that this model would not becaome a tail sitter.

A thimble radome was integrated into the nose with some PSR – I opted for this layout because the fixed landing gear would block 360° radar coverage under the fuselage, and there’s not too much ground clearance or space above then cabin for a radome. Putting it on top of the rotor would have been the only other option, but I found this rather awkward. As a side benefit, the new nose changes the helicopter’s silhouette well and adds to a purposeful look.

 

The rotor blades were replaced with resin BERP blades, taken from another Pavla Lynx conversion set (for the Hobby Boss kit). Because their attachment points were very different from the Matchbox Dauphin rotor’s construction, I had to improvise a little. A rather subtle change, but the result looks very plausible and works well. Other external extras are two inflatable floating devices along the lower fuselage from a Mistercraft ASW AB 212 (UH-1) kit, the winch at port side was scratched with a piece from the aforementioned BK 117 and styrene bits. Some blade antennae were added and a sensor turret was scratched and placed in front of the front wheels. Additional air scoops for the gearbox were added, too. Inside, I added two (Matchbox) pilot figures to the cockpit, plus a third seat for a medic/observer, a storage/equipment box and a stretcher from a Revell BK 117 rescue helicopter kit. This kit also donated some small details like the rear-view mirror for the pilot and the wire-cutters - not a typical detail for a helicopter operating over the open sea, but you never know...

 

The only other adition is a technical one: I integrated a vertical styrene pipe behind the cabin as a display holder adapter for the traditional hoto shooting's in-flight scenes.

  

Painting and markings:

It took some time to settle upon a design. I wanted something bright – initially I thought about Scottish colors (white and blue), but that was not garish enough, even with some dayglo additions. The typical all-yellow RAF SAR livery was also ruled out. In the end I decided to apply a more or less uniform livery in a very bright red: Humbrol 238, which is, probably due to trademark issues, marketed as “Arrow Red (= Red Arrows)” and effectively an almost fluorescent pinkish orange-red! Only the black anti-glare panel in front of the windscreen, the radome and the white interior of the fenestron tail rotor were painted, too, the rest was created with white decal stripes and evolved gradually. Things started with a white 2mm cheatline, then came the horizontal stripes on the tail, and taking this "theme" further I added something similar to the flanks as a high contrast base for the national markings. These were improvised, too, with a 6mm blue disc and single 1.5 mm bars to create a Scottish flag. The stancils were taken from the OOB decal sheet. The interior became medium grey, the crew received bright orange jumpsuits and white "bone domes".

 

No black ink washing or post-panel-shading was done, since the Dauphin has almost no surface details to emphasize, and I wanted a new and clean look. Besides, with wll the white trim, there was already a lot going on on the hull, so that I kept things "as they were". Finally, the model was sealed with a coat of semi-gloss acrylic varnish for a light shine, except for the rotor blades and the anti-glare panel, which became matt.

  

Quite a tricky project. While the Matchbox Dauphin is not a complex kit you need patience and have to stick to the assembly order to put the hull together. PSR is needed, esp. around the engine section and for the underside. On the other side, despite being a simple model, you get a nice Dauphin from the kit - but NOT a HH-65, sorry. My fictional conversion is certainly not better, but the bright result with its modifications looks good and quite convincing, though.

From the archives. Unique form of transporation and while well done, how practical can it be?

NORTH ATLANTIC (Sept. 28, 2018) -- A Lockheed Martin F-35 Lightning II fighter jet conducts the first ever night-time flight trials aboard the Royal navy aircraft carrier HMS Queen Elizabeth (R08).

  

From Wikipedia, the free encyclopedia

 

The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

 

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

 

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

 

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

 

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

 

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

 

Development

 

F-35 development started in 1992 with the origins of the Joint Strike Fighter (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

 

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

 

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

  

Design

 

Overview

 

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

 

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

 

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

 

Improvements

Ostensible improvements over past-generation fighter aircraft include:

 

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

Electro-hydrostatic actuators run by a power-by-wire flight-control system

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

 

Costs

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

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Bangladesh Railway (BR) started its journey in this portion of the sub-continent 142 years ago. Historically Bangladesh owned the Railway network, which was a part of the sub-continent. BR has recently introduced train related information using IVR (Interactive Voice Response) system through Mobile Phone and has taken initiative for computerization of pay roll, asset management, accounting, inventory control etc. which are the steps towards the implementation of Digital Bangladesh.

 

In Bangladesh, due to the huge population in the country, an inadequate number of seats on the local trains, and punishing poverty, some people are forced to borrow a ride now and then. Some are so poor that they cant buy ticket even. They ride on the roof top as well as between the carriages of Train or seat in floor between two carriages, canteen, beside door area every where.

 

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With the aging of the Grumman S-2 Tracker and the increasing effectiveness of Soviet submarines, the US Navy issued a requirement for a new carrier-based ASW aircraft. Lockheed won the contract, partnering with LTV to design carrier-specific equipment and Univac to design the ASW suite. The resulting S-3A Viking first flew in January 1972 and entered the fleet in February 1974.

 

While the S-2 integrated the hunter-killer team concept into a single airframe, the S-3 went one step further by completely computerizing the sub-hunting process, integrating the entire sensor suite into one system rather than in several as on the S-2. Initially, this employed a Univac AN/AYK-10 computer served by Texas Instruments AN/APS-116 radar and AN/ASQ-81 MAD sensor in a retractable tail boom. Flown by a crew of four, the S-3’s interior was so efficient that one aviation writer described it as the most compactly designed aircraft in history.

 

The S-3A--nicknamed "Hoover" for the sound of its engines-- acquired a reputation for being a reliable, easy to fly aircraft, and spawned a number of variants, including the US-3A carrier-onboard delivery (COD) transport aircraft and the ES-3A Shadow Elint variant. A dedicated KS-3A tanker never went into production, but S-3s were increasingly equipped with buddy refuelling packs. When the KA-6D Intruder dedicated tanker was retired from the US Navy in the mid-1990s, the S-3 took over the role, though its relatively slow speed meant it could not accompany strikes into enemy territory. Despite that, the S-3 always had the capability to carry not only antisubmarine ordnance such as torpedoes and depth charges, but also bombs and later the AGM-84 Harpoon antiship missile and AGM-65 Maverick AGM. The S-3’s antiship capability was used in both Gulf Wars: in 1991, a S-3 sank an Iraqi attack boat with conventional bombs, while in 2003 a S-3 destroyed an Iraqi command post with a Maverick in Basra.

 

Beginning in 1991, the S-3As in service were modified to S-3B standard, with upgraded avionics and a new APS-127V synthetic-aperature radar, giving the S-3B a significant ship-detection and SAR capability as well. Though the ES-3A was withdrawn from service in the mid-1990s, several S-3Bs were converted to littorial reconnaissance (Gray Wolf) and ground surveillance (Brown Boy) roles. With the reduction of submarine threats to the US Navy, the S-3 fleet is being gradually retired; those remaining in service have had their ASW equipment removed and serve primarily as tankers. Their role has been largely replaced by the SH-60B/F Seahawk series, and, aside from a handful of test aircraft, the S-3 was retired in 2009.

 

Dad got this picture of a S-3A at Malmstrom AFB's 1977 airshow. At the time, the US Navy had not yet adopted low-visibility markings and still carried the more gaudy insignia used during Vietnam, along with the gray over white camouflage scheme. 159390 served with VS-29 ("Dragonfires," hence the fire-breathing Viking ship tail insignia) aboard the USS Enterprise at this time; shortly after this picture was taken, the squadron transferred to the USS Ranger. It was the first Pacific Fleet S-3 squadron, and so likely this aircraft was brand new at the time. 159390 enjoyed a long career and was retired in 2005.

Ha,OIII,RGB composite:

 

Orion ED102T CF Triplet Apochromatic Refractor Telescope.-RGB & OIII

Orion ST-80T "guide scope"-Ha

Orion Sirius German-equatorial Computerized Goto Mount

Images aquired using APT

Guided with Starshoot Autoguider and 50mm guide scope

Aligned and stacked with Nebulosity

Post-process with StarTools GIMP & Windows Live Photo

 

32 total frames: (3hrs 40 min) using an equal # of dark frames

OIII-4x300 5x600 iso 800 Canon T3i with Astronomik OIII clip-in filter

Ha-4x300 5x600 3x900 iso 800 Canon T3(modified) with Astronomik Ha clip-in filter

RGB- 6x300 5x600 iso 800 Canon T3i no filters

 

sites.google.com/site/astrochuck123

 

*****Check out my "terrestrial" pictures on:

www.flickr.com/photos/78400750@N07/

 

Ford Escort 1600i Mk.III (1983) Engine 1593cc S4 CVH Cologne Production 8659 limited

Registration Number A 525 OTP (Over The Top)

FORD (UK) SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

 

The Mark III Escort arrived in 1980, and like its predecessors spawned a number of sporty variants. In order to compete with the Golf GTi, first the XR 3 was created Initially this featured a tuned version of the 1.6 L CVH engine fitted with a twin-choke Weber carburettor, uprated suspension and numerous cosmetic alterations. It lacked a five-speed transmission and fuel injection. Fuel injection finally arrived in October 1982 (creating the XR3i), eight months behind the limited edition (8,659 examples), racetrack-influenced RS 1600i. The Cologne-developed RS received a more powerful engine with 115 PS (85 kW), thanks to computerized ignition and a modified head as well as the fuel injection.

 

Thanks for 15 million views

 

Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 93a-116

Dalla Via bodied Iveco 370. A Dalla Via employee's history of the company (translated from Italian):

 

From Crisis to Via Body

 

The body produces buses, suburban and luxury featuring names of artists (Giotto, Titian, Palladio, Tintoretto). Currently, for Titian and Tintoretto public transport companies for private travel companies. The workers assemble buses starting from a frame (Iveco Italy, Mercedes Germany, Daf Netherlands) in three production departments (shells, painting, assembly) coordinated by a technical department.

 

The "Luigi Dalla Via" currently employs 75 employees (56 workers and 19 employees). Since the crisis, in October 2006, nine workers were laid off and another was not renewed the fixed-term contract of 2 years.

 

When he was in his historic home in the center of Schio, before his transfer to the industrial area, the factory employed 200 employees. In the mid-70s were already reduced to 120-130.

 

Throughout the production cycle is inside the factory; does not exist, that is, work entrusted to outside firms; professional working is artisanal, very high. The technical department invents and creates the model, the bus line.

 

In the early '80s, Stefanelli, current Chairman of the Board (representative of Iveco in Triveneto and former owner of the municipal transport companies, including the historic Siamic) joins the company of Andrea Dalla Via, son of the founder of the body, by imposing ' current CEO Alberto Tonzig and reaching the majority of the property divided by the rest with the heirs of Andrea Dalla Via.

 

In those years the conflict metalworkers is still very high. The awareness of the conflict is also developed in the body Dalla Via, where you have a serious problem to the union apparatus and a timely political action in disputes and contracts, which is also expressed by overcoming the specific working conditions of the factory and the 'membership - maybe a determined minority of workers - the national strikes organized by trade unions basis (Cobas, Cub, ...) against imperialist wars in Palestine, Yugoslavia, Iraq, Afghanistan.

 

The factory is repressed through disciplinary action, suspension, threats of layoffs, bullying ... any form of political expression that is not the union's institutional.

 

The CEO for nearly 30 years Tonzig centralizes an absolute command in the factory is its every decision of any kind, administrative, technical, purchasing inventory, production changes, staff relations ... This inappropriate and absurd centralization of functions of ' administrator, the failure to invest in research and therefore the application of new technologies, the inability to innovate and exceed Toyotism before and after the new European regulations on goods and their movement are the main elements of the crisis.

 

The decision not to hire technical staff to participate in tenders and public auctions, in order to introduce new engines with the limitation of consumption and pollution, the late and incomplete computerization of the stock, the lack of internal organization departments has led to the latest and most great crisis of the body.

 

The elimination of the spare chassis for their high fixed cost in the balance sheet has prevented the company, unlike other times as "difficult", the shift of production in the construction of bus base. In this way, in earlier periods of the IGC, there was a sort of continuity in the production which provided part of the "rotation" for the workers, except for those awkward shapes, policies, deemed "not available."

 

The current crisis is attributed, officially, the inability to have the new chassis "EUR 4" (mandatory for European standards) for a closing "technique" of manufacturers in the sense that "they too were doing." The producers of the chassis, Mercedes, Iveco and Daf are the same as competitors of the Street at public auctions.

 

However, there is a huge delay in the business organization, who suddenly finds himself without frames because the technical department can not do its work independently, as it is completely subordinate to the direction (so much so that it is also "politically separate" in the sense that the technical and administrative staff not participate in the struggles of contract, nor to those for internal disputes).

 

In 2005, the body mandates a "manager" to be rationalization of the production process through

 

I know the job is to "islands" of a department and repair, with the priority of eliminating collective break of 15 minutes unpaid. The attempt fails, the practitioner is paid, but the body produces a commercial agreement to sell its own brand of small buses (short) constructed entirely in Turkey. Business relationship that still continues.

 

Summer 2006: transition from an intensive production rates (shifts, overtime) to the lack of public procurement. The request for a salary adjustment of reward, stalled for more than 10 years, ending with a confrontation with the direction within the Confederation and the misery of a "one-off" the same for all of 250 Euros. In the body there are few members of the union, became trade union services, and very few members Fiom, whose representative he never saw action because the unions in the factories are proportional to the number of tiles.

 

Not only does the conflict is difficult, but also the only resistance struggle to keep the historical achievements after the union agreements in recent years on pensions, 35 hours, 30 Law and recently the theft of the TFR and the future role of the union as a recruitment agency Company in accordance with Law 30.

 

Under these conditions, with workers being undermined by the uncertainty of the assumptions in recent years, the factory Has Opened the crisis, recourse to the ICJ for 18 months.

 

The meetings between MSW, business, trade unions and Confindustria show a severe financial crisis and the lack of a business plan (condition, the latter, in order to obtain the layoffs). Eventually, the plan is clear, but this is the usual restructuring, with the center to create a new model of bus (Mantegna), competitive for public companies, which will reduce costs by 20-30% by reducing department bodyshells and painting, for which the construction of the bus must be external to the factory, maybe delocalized.

 

The renovation also includes a cut in employment of 24 employees, 16 workers and 8 employees, about 75 workers.

 

In the last meeting to get the CIGS (12 months for the crisis in the sector, 18 months for internal restructuring) CEO Tonzig called for a "signal" - of the workers - to the shareholders who had to recapitalize the company: to the suppression of the new 15-minute paid break for all employees for a trial period of one year and the increase in the canteen meal from the political price of 1.30 €, 2 €.

 

Previously there had been an attempt to close the canteen or to rent it (including the two cooks who then lost the warranty contract engineering) to a company that specializes in catering.

 

Workers have exchanged the abolition of Experimental paid break and the rising cost canteen, with the guarantee from the direction of the advance for the first 3 months pending completion of the CIGS bureaucratic for the provision on the part of ' INPS.

 

There was never an announcement of the closure of the factory and perhaps this explains the lack of public mobilization, even if, as expected, the crisis has been invested, the Provincial Administration, the local press and the Mayor of Schio (employee of 'technical department of the body).

 

Since the crisis workers "From the Street" have already lost the certainty of having acquired rights, jobs and having to survive for 18 months (maybe) with 750 € after having guaranteed, as always, the maximum profit for the masters.

 

Surely some have understood that watch and wait for events that can not be counter-productive; others are raising the question of the need to develop a uniform level from the territory, and not just from the workplace.

 

The time unit can not only be union, and not limited to a single work; you have to lay the groundwork for the creation of a political moment of recomposition of the workers as exploited, because their interests are distinct from those of the employer.

 

The workers can not and should not pay the price of the crisis or business closures.

  

Ryan Janek Wolowski - Anitta "Paradinha" singer from Brazil - Pitbull "I Know You Want Me (Calle Ocho)" rapper Cuba USA - sound check - Univision ¡Feliz 2021! Planet Fitness Center Stage Times Square NYC New Years Eve Ball Drop New Years Day Celebration New York City USA 2020 - 2021

 

Times Square NYC New Years Eve Midnight Ball Drop - New Years Day Celebration New York City USA 2020 - 2021

  

The Times Square Ball is a time ball located atop the One Times Square building in New York City, primarily utilized as part of New Year's Eve celebrations held in Times Square. Yearly at 11:59 p.m. EST on December 31, the ball is lowered 77 feet (23 m) down a specially designed flagpole, resting on the midnight to signal the start of the new year. The first ball drop in Times Square took place on December 31, 1907, and has been held annually since (except in 1942 and 1943 in observance of wartime blackouts). The ball's design has also been updated over the years to reflect new advances in technologies—its original design utilized 100 incandescent light bulbs, iron, and wood in its construction, while its current incarnation features a computerized LED lighting system and an outer surface consisting of triangle-shaped crystal panels. As of 2009, the ball is also displayed atop One Times Square year-round and is removed only for general maintenance.

 

The Ball is covered with a total of 2,688 Waterford Crystal triangles

 

"Gift of Happiness" Revealed as the 2021 Waterford Crystal Times Square New Year's Eve Ball Theme

Embrace Happiness in 2021

 

The Times Square ball drop is one of the best-known New Year's celebrations internationally, attended by at least one million spectators yearly, with an estimated global audience of at least 1 billion. The prevalence of the Times Square ball drop has also inspired other similar ball drops held locally in other cities and towns around the world.

 

“Dick Clark’s New Year’s Rockin’ Eve with Ryan Seacrest,”

Performers 2020 - 2021

6:00 pm event starts

celebration

Billy Porter

Kelly Osbourne

Jonathan Bennett

The USO Show Troupe

Cristina Lucas

Andra Day

Jimmie Allen

Gloria Gaynor - I Will Survive

Juanita Erb

Machine Gun Kelly

The Waffle Crew

Anitta - Paradinha - Brazil - Univision’s ¡Feliz 2021!

Cyndi Lauper - True Colors

Raúl de Molina

Pitbull - I Know You Want Me (Calle Ocho) - Cuba USA - Univision’s ¡Feliz 2021!

Jennifer Lopez JLo - Waiting for Tonight - The Bronx

Andra Day performs John Lennon’s Imagine

Mayor Bill de Blasio of New York City

The Waterford Crystal Times Square New Year’s Eve Ball

12:15 a.m. — End of Show

  

At the base of the One Times Square Building is a Walgreens store with a monitor stating Happy New Year 2021 Walgreens facing the MTA Subway exit -

Walgreens Boots Alliance Inc is listed on the NASDAQ as WBA - The NASDAQ is also located in Times Square NYC.

 

The closest Metropolitan Transportation Authority MTA Subway is Times Square – 42nd Street New York City Subway station - N R Q S 1 2 3 7 trains and A C E trains at 8th Avenue

 

The Chinese Lunar calendar follows a 12 year cycle and each of the 12 years is represented by 12 Animals which form the Chinese Zodiac. The 12 animals, are: Rat, Cow, Tiger, Rabbit, Dragon, Snake, Horse, Sheep, Monkey, Chicken, Dog, and the Pig.

2019 Pig

2020 Rat

2021 Ox

2022 Tiger

2023 Rabbit

2024 Dragon

2025 Snake

2026 Horse

2027 Sheep

2028 Monkey

2029 Rooster

2030 Dog

  

Photo

Apple iPhone 12 Pro Max smartphone photo

4x3

dimensions 4032 × 3024 resolution 72x72

JPEG image type

Rear lens

Phone held horizontal

Fourteenth generation of the iPhone

Released November 13, 2020

Phone sells for $1,099.00

 

Hashtag metadata:

#HappyNewYear #HappyNewYears #FelizAñoNuevo #FelizAnoNuevo #Feliz #AñoNuevo #AnoNuevo #TimesSquare #TimesSquareNYC #TimesSquareNYE #TimesSquareNY #TimesSquareNewYorkCity #TimesSquareNewYork #TSNYC #TSNYE #NY #NYC #NewYork #NewYorkCity #NewYearsEve #NYE #US #USA #Happy #NewYear #NewYears #December #Party #Celebration #Holiday #DickClark #RyanSeacrest #DickClarksNewYearsRockinEve #NewYearsRockinEve #FortySecondStreet #2020 #2021

 

Photos

Times Square, New York City, USA The United States of America, North America

12/31/2020 - 01/01/2021

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The former Medical / Dr Offices is being torn down to make way for a third parking lot for Pete's Fresh Market.

 

In the 60's and 70's the building housed the Speigel Catalog Co. They carried a small line of toys that were set up in the front windows at time and at Christmas. I used to admire the Red Metal Flake "COX" Gas Powered Dune Buggy that they had on display. I finnally received one for Christmas or a as a birthday gift, the the toy was difficult to keep the motor running and the gas was expensive too.

 

In later years when the building became medical offices a fenced in garden like courtyard was built off the sidewalk and up to the front windows..

 

------------------------------------------------------------------------

 

From Wikipedia:

 

Spiegel. One of America’s leading direct marketing and catalog companies, Spiegel designs and markets women's apparel, accessories and footwear under the Spiegel, Newport News and Shape FX brands.

 

From the beginning—in the heartland of America (shortly after the Civil War)—Spiegel has reflected and set the style of women across the country. However their lives have changed, Spiegel has changed with them. Spiegel has always known that whatever the fashion of the day, it only works when it suits the customer’s lifestyle.

 

Style today is individual, versatile and effortless. The Spiegel promise has always been to bring great style with timeless appeal: luxury fabrics, beautiful tailoring, exquisite detailing and perfect fit to the consumer for 148 years. That's why Spiegel has stood the test of time, and why Spiegel continues to be a major style resource for the modern woman.

 

History

 

Founded in 1865, Spiegel is a leading US direct marketing retailer of apparel, accessories and footwear. Perhaps best known for its namesake Spiegel catalog, the company also distributes brands under Newport News and Shape FX.

 

Spiegel mailed its first catalog to women across America in 1905, and just 20 years later, the fashion and furniture retailer had 10 million customers. As their desire grew for the latest fashions, Spiegel sent buyers to Paris fashion shows--the first catalog to bring European trends to American homes. By the late 1970s, millions of women began their steps in the corporate ladder and Spiegel changed to meet their needs, needs that Spiegel is still meeting 100 years later.

 

Today Spiegel is a Lynn Tilton company and remains dedicated to bringing stylish women fashion at affordable prices.

 

The Early Years

 

For the first 100 years of its history, Spiegel was primarily a family business. The company was founded in 1865 by Joseph Spiegel, the son of a German rabbi. After spending the final few months of the Civil War in a Confederate prison camp, Spiegel settled in Chicago, where his brother-in-law, Henry Liebenstein, ran a successful furniture business. With Liebenstein's assistance, Spiegel opened J. Spiegel and Company, a small home furnishings retail operation located on Wabash Avenue in Chicago's loop.

 

The business was quite successful in its early years. In 1871, however, the Great Chicago Fire destroyed most of the area's business district, including the Spiegel store. After the fire, Spiegel and a partner named Jacob Cahn rebuilt the business, and by 1874 the company was prospering again under the leadership of the two men. Cahn retired from the business in 1879, at which time the company was growing impressively. In 1885 Spiegel began running regular advertisements in several Chicago newspapers, and the following year the company moved to a larger building on State Street. Spiegel's two oldest sons, Modie and Sidney, were brought into the business during this time.

 

Spiegel issued its first catalogs in 1888. The catalogs were made available to potential customers who lived outside the city. Because a mail order system did not yet exist, the catalogs served instead to lure people into the downtown store. By 1892, however, business had taken a turn for the worse, as many customers were slow to pay for their purchases. With debts mounting, the company went bankrupt. At Modie Spiegel's urging, the company reinvented itself as Spiegel House Furnishings Company of Chicago in 1893. The principal difference was that the new company, like many others in the furniture business, sold on credit. The decision to offer installment plans, and the timing of the decision, made possible Spiegel's remarkable expansion over the next several decades.

 

Expansion in the Early 1900s

 

The new Spiegel was an instant hit, and the first branch store was opened on Chicago's South Side in 1898. Another South Side branch went into operation three years later. The company's slogan--"We Trust the People!"--reflected its emphasis on credit merchandising. In 1903 Joseph Spiegel's third son, Arthur, entered the business with a plan to develop mail order operations for Spiegel. After a couple years of lobbying, Arthur convinced the company hierarchy to open a mail order department, and in 1905 Spiegel became the first company to offer credit through the mail. The new service was reflected by the addition of a word to the company motto, which began to read: "We Trust the People--Everywhere!" The response was phenomenal, and soon a huge, previously untapped base of customers was ordering from Spiegel's mail order catalog.

 

In 1906 Spiegel's mail order sales were nearly $1 million, far exceeding anyone's expectations. To handle the overwhelming success of the mail order operation, a new company--Spiegel, May, Stern and Company--was formed, allowing the Spiegel House Furnishings Company to devote its limited resources to conventional retailing, rather than assume the debts associated with building up the mail order segment. Arthur was named President of the new company.

 

Spiegel then began to diversify its line of products, offering apparel for the first time in 1912. After a couple of unsuccessful partnerships with independent clothing manufacturers, Spiegel, May, Stern and Company began offering its own line of women's apparel. The "Martha Lane Adams" line--named after its fictional designer--was so successful that it quickly became a wholly owned subsidiary of Spiegel, May, Stern, and Company and earned its own catalog. Martha Lane Adams' sales grew to nearly $2 million by 1916. That same year, Arthur Spiegel died of pneumonia at the young age of 32.

 

Spiegel's next marketing breakthrough came in 1926, when company executive Ed Swikard introduced a promotional idea involving Congoleum floor covering. Swikard engineered a mailing to more than nine million residences, offering a pre-cut Congoleum package at a low cost. The response was again overwhelming, and company sales reached a record $16 million for the year, with a net profit of $4 million. In 1928 Spiegel, May, Stern and Company went public, although the Spiegel family retained a controlling interest. The following year, just as The Great Depression was setting in, the Spiegels began gradually liquidating their retail furniture business. By 1932 the last Spiegel furniture store in Chicago closed its doors.

 

Post Depression Ups and Downs

 

After experiencing considerable economic losses in the early years of the Depression, Spiegel entered a period of terrific growth and profits beginning in 1933. During this time, M.J. Spiegel, son of Modie, took over the leadership of the company. Spurred by a remarkably liberal credit policy ("No Charge for Credit"), the company's sales rose from $7.1 million in 1932 to more than $56 million by 1937. Furthermore, a $300,000 net loss was transformed into $2.5 million in profits. The aggressive marketing of easy credit as the company’s most important commodity drove the strategy behind this growth. When sales began to level off in 1938, Spiegel reacted by shifting its attention to consumers in a higher income bracket. The company began adding dozens of brand names with national reputations to its catalog. The new approach was referred to as the "quality concept," and it brought success.

 

The onset of World War II, however, was disastrous for Spiegel. As so much manufacturing had been shifted to wartime production, many of the products that were popular catalog items were no longer available in large quantities. Moreover, a shortage of labor affected the company's operations, and when buying on credit was officially discouraged by the U.S. government, Spiegel management had to discard its "No Charge for Credit" policy. In 1942 and 1943 combined, the company lost $3.8 million. To reverse this trend, Spiegel began to open retail outlets once again in 1944, hoping to mimic the success of its larger competitors, Sears, Roebuck & Co. and Montgomery Ward. That year, Spiegel acquired 46 Sally dress shops in Illinois. Several other chains were purchased over the next few years, and by 1948 Spiegel was operating 168 retail stores featuring a wide range of merchandise, including clothing, furniture, and auto supplies.[1]

 

After an initial success in retail, the costs of retail operations began to outweigh the benefits. By the mid-1950s, Spiegel was again concentrating on its former mainstay, mail order sales on credit. Although nearly all of the company's retail outlets were sold off by 1954, several catalog shopping centers were retained so that customers could ask questions and place orders with company representatives. The following year, Spiegel unveiled its Budget Power Plan, a liberal policy under which customers were offered a line of credit sometimes as high as $1,000, with very low monthly payments. The idea was to add as many names as possible to the Spiegel customer list. The company also began to include a widening range of products in its catalogs; by 1960 Spiegel was even shipping pets. By that time, sales were considerably more than $200 million and nearly two million people had Spiegel credit accounts.[2]

 

The 1960s & 1970s

 

In 1965, after a century of operation as a family business, Spiegel was purchased by Beneficial Finance Company. Spiegel stockholders received shares of Beneficial stock, and Spiegel became a wholly owned subsidiary. During the early 1970s, several charges were leveled against Spiegel by the Federal Trade Commission (FTC) regarding some of the company's marketing tactics. In 1971, the FTC accused Spiegel of failing to adequately disclose credit terms in some of its statements and catalog ads. The company also was cited for its handling of credit life insurance policies, as well as for offering free home trials without informing customers that credit approval was required before a product would be shipped.[3] Moreover, in 1974, the FTC charged that Spiegel's debt collection policies treated customers unfairly. Most of the complaints brought by FTC during this period were settled by minor changes in company practices, and serious action by the government was generally avoided.[4]

 

Rising interest rates in the mid-1970s made financing credit accounts costly. Also during that time, Spiegel began to feel the pressure of competition from discount stores such as Kmart, which were rapidly establishing a national presence. In 1976, to help turn the company around, Beneficial hired Henry "Hank" Johnson, a veteran of the mail order operations of Montgomery Ward and Avon. One of Johnson's first moves was to streamline company management. Dozens of executives were let go, and overall employment was cut in half over the next five years, from 7,000 in 1976 to 3,500 in 1981. Johnson also closed Spiegel's remaining catalog stores.

 

Perhaps more important, Johnson sought to change Spiegel's image to that of a "fine department store in print." Accordingly, the Spiegel catalog was completely revamped; low-budget items were replaced by upscale apparel and accessories for career women. Merchandise bearing designer labels began appearing in 1980, when the company introduced a line of Gloria Vanderbilt products.

 

New Direction in the 1980s

 

Spiegel soon became a trendsetter in the catalog business, which was booming as a whole during the early 1980s. The company's sales grew at an impressive pace of 25 to 30 percent a year. Although Spiegel still ranked fourth in catalog sales during this time--trailing Sears, J.C. Penney, and Montgomery Ward--the company's strategies were being followed closely by its larger competitors.

 

In 1982 Beneficial sold Spiegel to Otto-Versand GmbH, a large, private West German company prominent in catalog sales.[5] Between 1982 and 1983, Spiegel's revenue shot from $394 million to $513 million, and the company's pre-tax profits more than doubled, reaching $22.5 million in 1983.[6] The following year, control of Spiegel was transferred from Otto-Versand itself to members of its controlling family, the Ottos. Under its new ownership, Spiegel's transformation into an outlet for higher-end products continued.[7]

 

In 1984 Spiegel began distributing specialty catalogs in addition to its four primary catalogs; 25 of these specialty catalogs were in circulation by 1986, featuring Italian imports, plus-sized clothing, and other specialty items. That year, Spiegel mailed a total of 130 million catalogs, at a cost of $100 million, and company sales surpassed the $1 billion mark for the first time.[8]

 

In 1987 six million shares of nonvoting stock was sold to the public, marking the first time since 1965 that Spiegel was not completely privately held. The following year, Spiegel acquired Eddie Bauer, Inc., a retail chain specializing in sportswear and outdoor equipment. Eddie Bauer, which also maintained a catalog operation, had annual sales of $260 million. In the first year following the acquisition, the chain was expanded from 60 to 99 stores.[9]

 

By 1989 Spiegel had become the number three catalog retailer in the United States, with a total circulation of about 200 million catalogs, including 60 different specialty catalogs, and an active customer base of five million.[10]

 

New Additions in the Early 1990s

 

In 1990 Spiegel acquired First Consumers National Bank, which began issuing credit cards and statements to Spiegel and Eddie Bauer customers.[11] That year, the company enhanced its image as the premier catalog for career women through an advertising campaign that featured actress Candice Bergen, who portrayed a career woman on the situation comedy "Murphy Brown." The campaign also featured a specialty catalog promoted by Bergen, emphasizing the inconvenience of department store shopping and the relative ease of shopping by catalog.[12]

 

The company began to expand its retail outlet operations based on lines from its catalogs. Spiegel stores included “For You From Spiegel,” which offered large-sized women's apparel, and Crayola Kids, providing a line of children's apparel first launched in 1991. In spite of these innovations, the company's growth stagnated due to national economic recession, and earnings declined sharply in 1991. Slight gains were realized the following year as Spiegel's revenue topped $2 billion. Eddie Bauer performed particularly well, having grown to 265 stores.[13]

 

In August 1993 Spiegel announced its purchase of New Hampton, Inc., a catalog company specializing in moderately priced women's clothing. Later that year, Spiegel unveiled a new specialty catalog, E Style, featuring a clothing line aimed at African-American women.[14] E Style represented a partnership between Spiegel and Ebony magazine that was formed as a means of targeting an untapped market of Spiegel consumers while also offering African-American women a clothing line more suited to their tastes. That same year, Sears discontinued its Big Book catalog sales operation and Spiegel and other specialty catalog retailers scurried to pick up the leftovers and increase their own share of the market.[15]

 

Spiegel reported total revenues of $2.6 billion in 1993. Sales at Eddie Bauer stores reached $1 billion that year, bolstered by 30 new outlets. Between Spiegel and Eddie Bauer, 81 different catalogs, with a total circulation of more than 313 million, were distributed in 1993.[16] The company's specialty retail stores also performed well in 1993, generating $840 million in sales.[17]

 

Innovations in the Mid 1990s

 

In 1994 Spiegel formed a joint venture with Time Warner Entertainment to create two home shopping services for cable television. One of the services was named "Catalog 1," and was planned as a one-channel showcase for a roster of numerous upscale catalog retailers, each of which would sell its goods using innovative entertainment-style shows. Participants in Catalog 1 in 1994[18] were The Bombay Company, Crate & Barrel, Eddie Bauer, The Nature Company, Neiman Marcus, [[The Sharper Image], Spiegel, Viewer's Edge, and Williams Sonoma.[19] The channel was tested in five markets that year:[20] Rochester, New York; Milwaukee, Wisconsin; Nashua, New Hampshire; Columbus, Ohio; and Pittsburgh, Pennsylvania.[21]

 

Spiegel also teamed up with Lillian Vernon, Lands' End, and other catalogers in 1994 to create a computerized CD-ROM catalog.[22] The company formed a partnership with MCI Communications Corporation that was aimed at increasing both companies' customer bases. MCI began offering a $35 Spiegel gift certificate to any customer who changed his or her long distance telephone service to MCI. MCI also offered an additional $20 certificate to any customer who remained an MCI user for at least six months. Around this time, Spiegel seriously began considering an entrance into the electronic shopping market through an online service such as America Online (AOL).[23]

 

In 1995 Spiegel did just that--but at the expense of its year-old Catalog 1 venture.[24] By this time, Catalog 1 had begun airing in three more test markets, raising its total presence to eight cities.[25] Time Warner and Spiegel decided, however, that there was greater potential gain in launching a web site for Catalog 1 and capitalizing on the increasing popularity of the Internet. Accordingly, they scaled back their cable television operation and began working on a home page through Time Warner's popular Pathfinder site.

 

Spiegel also initiated an entrance into the Canadian market in 1995 and planned to distribute its catalog there by the spring of 1996. Previous strong Eddie Bauer business in Canada aided the company's decision to move in on a larger scale, as did the company's good distribution agreements in Canada. Meanwhile, Eddie Bauer was doing extremely well in Japan, where the company had placed numerous retail stores throughout the previous few years.[26]

 

The year 1996 marked the most profitable year in Eddie Bauer's history, and Spiegel's revenues benefited. Eddie Bauer's merchandise was so popular that year, in fact, the company suffered through many delays in shipping and out-of-stock merchandise occurrences that were direct results of increased consumer demand. Eddie Bauer also made headlines in 1996 when it introduced "Balance Day" to its employees, which was an extra day off per year to do anything they wanted. The addition demonstrated the company's commitment to providing innovative benefits to its workers, and employees began referring to it as "call in well day." The company made an effort to find ways to offer its single workers benefits that were equal to those offered to its workers with families.

 

The End of the Century and Beyond

 

Spiegel achieved $3.06 billion in 1997 revenue, with approximately $1.8 billion of that stemming from its Eddie Bauer operations. Regardless of Eddie Bauer's huge contribution to its parent company, however, the subsidiary had a very rough year.[27] Following the immense demand for its products in 1996, the company mistakenly overproduced and overstocked in 1997. In addition, the new Eddie Bauer merchandise offerings did not hit home with consumers; thus the company was left with too much stock and no means of selling it all. In the August 17, 1998 issue of the Puget Sound Business Journal, Eddie Bauer's president and CEO, Rick Fersch, commented on the company's problems: "We were overplanned, overstocked, overstyled, overcolored--and it was overwarm (last winter) and that meant trouble." The company began formulating plans to turn things around in 1998.

 

The year 1998, however, brought additional challenges for the Eddie Bauer enterprise and, subsequently, for Bauer's parent company. Warmer than usual winter weather, brought about by a highly publicized weather phenomenon known as El Nino,[28] once again hurt Bauer's sales figures. Spiegel's overall revenues for the year dropped to $2.94 billion[29] as a result.[30]

 

Spiegel set out to halt its downward spiral and achieve profitability again. The company redesigned its Spiegel catalog,[31] which had become something of an amalgam of differing--and often conflicting--items and images. The company created a catalog solely to target the working woman and organized its main catalog so as not to place $1,000 designer outfits adjacent to $20 casual shirts, for example. Eddie Bauer also launched efforts to get itself back on track.[32]

 

By the end of the year, Spiegel announced that its efforts had been fruitful and that the company had achieved earnings once again. Although its revenue dipped during 1998, the company inked a profit and achieved positive cash flow, according to a fiscal year-end document released by Spiegel in early 1999. Eddie Bauer's performance unfortunately disappointed again during the year, but Spiegel's other lesser-known subsidiary catalog, Newport News, posted solid results. Late in the year, rumors surfaced that the company's positive results had led to numerous unsolicited purchase offers, including one from Arizona-based IG Holdings.

 

As the new millennium approached, Spiegel had many obstacles to overcome but was headed in the right direction. Having spent many decades in the shadow of companies such as Sears, Roebuck & Co. and Montgomery Ward, Spiegel had come to be regarded as a leader in the catalog shopping industry by the 1990s. Relying on its past proven ability to adapt to changes in customer tastes and trends in competition, the company was attempting to maintain this status.

 

The New Millennium

 

After years of economic decline the company suffered large financial loses and changed ownership three times within ten years. The inability to stabilize management and its infrastructure crippled the billion-dollar empire.

 

In 2003, Spiegel filed for reorganization under the bankruptcy code. The following year, a group headed by Golden Gate Capital Partners and Pangea Holdings Ltd., purchased the Spiegel and Newport News catalog businesses. At the same time, the reorganizing company retained its Eddie Bauer unit and eventually assumed the name. From 2004, Spiegel and the women's fashion catalog Newport News operated under the name Spiegel Brands, Inc.

 

In 2008, Spiegel was sold to an investment group led by Granite Creek Partners. In June 2009, Spiegel became a Lynn Tilton company following its sale to the private equity fund Patriarch Partners, LLC, and is now operates under the name Spiegel LLC.

 

The Spiegel of today is still a shining example of ingenuity and the American Spirit. New York City now plays host to Spiegel and is home to the new owner Lynn Tilton. A bold, driven and American focused company, the new leadership at Spiegel, under the creative direction of Richard Lowe, is charged with high paced energy to bring the powerhouse heritage of the brand back to the spotlight and into the American home. On September 11th, 2012, Richard Lowe, was featured on The Doctors doing the largest, daytime television, fashion make-over in US history. The entire studio audience (approximately 200 people) were transformed with Spiegel fashions and accessories as well as make-up services by L'Oreal and hair stylings by Paul Mitchell.[33] On November 11th, 2012, Spiegel was featured on the season finale of Breaking Amish on TLC. Richard Lowe the creative director of Spiegel offered "Kate," an aspiring amish model, and star from the hit reality show, the opportunity to come and model for the Spiegel Catalog.[34]

On the left side of the picture:

  

Wrocław Opera House

 

The beautiful classic building of Wrocław Opera has been pride of the city since 1841. The company is undergoing a vital renaissance. Recently renovated, this complex is now one of the most stunning opera houses in this part of Europe. The repertoire is also grand with more than two hundred opera and ballet performances scheduled for every artistic season.

 

The Opera House features state-of-art equipment and installations including a large, deep stage with hydraulic trapdoors, an entirely computerized modern lighting park, the finest quality electro-acoustic equipment and a spacious, comfortable orchestra pit. The Opera House auditorium is furnished with comfortable, stylish seats.

 

The elegant interiors make the Opera a very fashionable venue for gala dinners, banquets, special concerts and receptions. In particular, the Crystal Hall with its high ceiling and crystal chandeliers is a perfect space for any banner event.

 

The Wrocław Opera House is also renowned in Poland and Germany for its spectacular "super productions" for several thousand spectators in unusual venues such as the ones held on magnificient stages built on the Odra River, under the large dome of Centennial Hall or outdoors in the Pergola. These creative performances with their monumental decorations and special effects, engage hundreds of artists and attract tourists and opera fans to Wrocław from all around the world.

 

.................................................................................................................................................................

 

In the middle of the picture:

  

Monopol Hotel in Wrocław at Helena Modrzejewska street was built in 1892 in Art Nouveau in place of church's graveyard (in 1817 transformed into the arrest, and later in 1852 moved to Podwale). Square left by the arrest was bought near end of 19th century for 600 000 marks by Wrocław's Jews - banker Wallenberg Pachala and architect Karl Grosser.; they have built here trade house and hotel in which were 69 rooms, including 21 single occupation rooms, 46 double occupation and 2 apartments. Room size ran from 10 to 36 square metres (110 to 390 sq ft) and according to 19th century standards were luxurious.

The trade house was located at the corner of Świdnicka and Modrzejewskiej street (formerly Agnes Sorma Straße). During the last months of World War II the trade house was significantly damaged so that it was rebuilt only in 1961 and became an exclusive cafe "Monopol". At the end of the 20th century it was closed and commercial functions were restored in the building.

The hotel building survived the war without significant damage and hosted the World Congress of Intellectuals during the Exhibition of the Recovered Territories in 1948 with guests such as Pablo Picasso, Irène Joliot-Curie, Ilya Ehrenburg and Mikhail Sholokhov.

In 1984 was entered into register of monuments. Today Monopol Hotel has two restaurants, spa and wellness club and organizes conferences and banquets.

Replaced photo: 7/19/2012 7:03pm

Reprocessed with StarTools

 

Added 16 subs to original with ST-80T/T3 & ED-102/T3i w/CLS. Also added previous 8" SCT subs for core 25 subs

 

Meade 8" LX-50 SCT F/6.3

Orion ST-80T "guide scope"

Orion ED102T CF Triplet Apochromatic Refractor Telescope.

Orion Sirius German-equatorial Computerized Goto Mount

 

Images aquired using APT

Guided with Starshoot Autoguider and 50mm guide scope

Aligned, scaled and stacked with Nebulosity

Post-process with StarTools GIMP & Windows Live Photo

 

53 total frames: 5hr 6m

 

6x300 iso 800 Canon T3(modified) no filters/ED 102mm

6x300 2x900 iso 800 Canon T3(modified)/ST-80T*

4x120 2x600 iso 800 Canon T3i no filters/ED 102mm

6x300 2x900 iso 800 Canon T3i CLS filter/ED 102mm*

9x120 10x300 6x600 iso 800 Canon T3i CLS filter/ 8" SCT (core region)*

 

*additional subs

  

On December 4 1991, Pan American World Airways ceased all operations. Pan American World Airways, commonly known as Pan Am, was the principal and largest international air carrier in the United States from 1927 until its collapse on December 4, 1991. Founded in 1927 as a scheduled air mail and passenger service operating between Key West, Florida, and Havana, Cuba, the airline became a major company credited with many innovations that shaped the international airline industry, including the widespread use of jet aircraft, jumbo jets, and computerized reservation systems. It was also a founding member of the International Air Transport Association (IATA), the global airline industry association. Identified by its blue globe logo, the use of the word "Clipper" in aircraft names and call signs, and the white pilot uniform caps, the airline was a cultural icon of the 20th century.

 

In an era dominated by flag carriers that were wholly or majority government-owned, it was also the unofficial flag carrier of the United States. During most of the jet era, Pan Am's flagship terminal was the Worldport located at John F. Kennedy Airport in New York.

 

At its peak in the late 1960s and early 1970s, Pan Am advertised under the slogan, the "World's Most Experienced Airline" It carried 6.7 million passengers in 1966, and by 1968, its 150 jets flew to 86 countries on every continent except for Antarctica over an scheduled route network of 81,410 unduplicated miles (131,000 km). Pan Am was forced to declare bankruptcy on January 8, 1991. Delta Air Lines purchased the remaining profitable assets of Pan Am, including its remaining European routes and Frankfurt mini hub, the Shuttle operation, 45 jets, and the Pan Am Worldport at John F. Kennedy Airport, for $416 million and injected $100 million as a 45 percent owner of a reorganized but smaller Pan Am serving the Caribbean, Central and South America from a main hub in Miami.

 

Pan Am ceased operations on December 4, 1991 following a decision by Delta's CEO, Ron Allen, and other senior executives not to go ahead with the final $25 million payment Pan Am was scheduled to receive the weekend after Thanksgiving. As a result, some 7,500 Pan Am employees lost their jobs, thousands of whom had worked in the New York City area and were preparing to move to the Miami area to work at Pan Am's new headquarters near Miami International Airport.

 

The item presented here is a tourism brochure from Pan American Airways in conjunction with the New Zealand Government Tourist Bureau from 1966. The brochure was transferred to Archives New Zealand by Tourism New Zealand. Tourism New Zealand was established "to develop, implement, and promote strategies for tourism, and advise the Government and the New Zealand tourism industry on matters relating to the development, implementation and promotion of these strategies."

 

This item can be viewed in our Wellington Reading Room

Reference: ABKB 7315 W4673 3 36 collections.archives.govt.nz/web/arena/search#/?q=18702314

 

For updates on our On This Day series and news from Archives New Zealand, follow us on Twitter twitter.com/ArchivesNZ

Material from Archives New Zealand

MFTKR has had music in his blood since before he was born. From when his Dad used to Djay at the Lakeside or when his Mother played music to him in the womb. Getting his first turntable when he was 10 he started collecting vinyl, his collection has taken him to across London, Reading, York, Wales and the Czech Republic, and a lot of venues in Basingstoke, and played on many sound systems and with great djays. He plays a lot of styles from reggae and hip hop to acid house and techno to Drum N Bass Jungle and Gabba and everything in between. But his love of Old Skool and Jungle is what he loves best.

 

During this performance he was playing Dance Music which is music composed specifically to facilitate or accompany dancing. It can be either a whole musical piece or part of a larger musical arrangement. In terms of performance, the major categories are live dance music and recorded dance music. By 1981, this new form of electronic dance music developed. This music, made using electronics, is a style of popular music commonly played in dance music nightclubs, radio stations, shows and raves. During its gradual decline in the late 1970s, disco became influenced by computerization (the first notable fully synthesised disco hit was "I Feel Love" by Donna Summer). Looping, sampling and segueing as found in disco continued to be used as creative techniques within Trance music, Techno music, and especially House music.

 

Electronic dance music experienced a boom after the proliferation of personal computers in the 1980s, manifest in the dance element of Tony Wilson's Haçienda scene (in Manchester) and London clubs like Delirium,The Trip, and Shoom. The ongoing influence of Shoom can be seen in its 25th anniversary party, held at Cable Nightclub on 8 December 2012, which sold out in four days. The scene rapidly expanded to the Summer Of Love in Ibiza, which became the European capital of house and trance. Clubs like Sundissential and Manumission became household names with British, German and Italian tourists.

 

This performance took place at the Creative Stage at the Basingstoke live event. This took place in tent supplied by Carters Tents who completely lined the inside of the tent to create a night club effect and with the decor supplied by Jane and Pog and extra equipment from Digital Disco Services this was the place to be this weekend with all the DJ’S, Workshops and Junk Fashion. The amazing lighting here supplied by

 

Basingstoke Live is a FREE two day event taking place in the heart of Basingstoke. The event showcases the best in local artists alongside national and international performers. 2013 saw five stages packed with a mix of music and dance from a huge range of artists. There’s something for everyone!

 

Note the fan and water bottle as temperatures had reached 31C as health authorities urged the public to take care in these potentially "dangerous" heatwave conditions. It had been the UK's hottest day of the year so far after temperatures reached 31C (87.8F) at Heathrow Airport, according to Met Office figures. They topped the previous high of 29.9C recorded at Edenfel, County Tyrone in Northern Ireland the previous Monday. The soaring temperatures saw shoppers spend thousands of pounds on the high street and online, buying barbecues, food, sunscreen and garden furniture. But the heat had also prompted warnings from health authorities urging the public to take care in the potentially "dangerous" heatwave conditions.

 

www.basingstokelive.co.uk/artist/dj-mf-tkr

  

Computerized Automobile Designing

Syd Mead early 1960s

Chad Sanders, a computerized numerical control (CNC) machinist for AXSYS Technologies in Cullman, Ala., monitors machining operations on a mirror segment for NASA's James Webb Space Telescope. AXSYS, a subcontractor for Ball Aerospace of Boulder, Colo., delivered the last of 18 mirror segments, called "blanks," in January. They will next undergo grinding and polishing operations at Tinsley Laboratories in Richmond, Calif. The James Webb Space Telescope, NASA's next Great Observatory, is scheduled to launch to orbit in 2013 to study the oldest stars and galaxies formed in the universe. The program is managed by NASA's Goddard Space Flight Center in Greenbelt, MD.

 

Credit: AXSYS

 

NASA Image Use Policy

 

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+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

After the country's independence from the United Kingdom, after its departure from the European Union in 2017, the young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) started a major procurement program to take over most basic duties the Royal Air Force formerly had taken over in Northern Britain. This procurement was preceded by a White Paper published by the Scottish National Party (SNP) in 2013, which had stated that an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

 

Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six Lockheed Martin C-130J Hercules, and a helicopter squadron”. The latter would not only have to take over transport duties for the army, there was also a dire need to quickly replace the former Royal Air Force’s Search and Rescue (SAR) capabilities and duties in the North with domestic resources, after this role was handed over to civilian contractor Bristow Helicopters and the RAF’s SAR units had been disbanded.

 

This led to the procurement of six AS365 Dauphin helicopters as an initial measure to keep up basic SAR capabilities, with the prospects of procuring more to become independent from the Bristow Helicopters contract. These aircraft were similar to the Eurocopter SA 366 MH-65 “Dolphin” for the United States Coast Guard but differed in many ways from them and also from any other navalized SA365 variant.

For the RoScAC’s SAR squadron, the SA 365 was taken as a starting point, but the helicopter was heavily modified and locally re-christened “Leumadair” (= Dolphin).

 

The most obvious new feature of the unique Scottish rescue variant was a fixed landing gear with the main wheels on short “stub wings” for a wider stance, stabilizing the helicopter during shipboard landings and in case of an emergency water landing - the helicopter was not able to perform water landings, even though inflatable emergency landing floats were typically fitted. Another obvious difference to other military Dauphin versions was the thimble radome on the nose for an RDR-1600 search and weather radar which is capable of detecting small targets at sea as far as 25 nautical miles away. This layout was chosen to provide the pilots with a better field of view directrly ahead of the helicopter. Additionally, an electro-optical sensor turret with an integrated FLIR sensor was mounted in a fully rotatable turret under the nose, giving the helicopter full all-weather capabilities. Less obvious were a digital glass cockpit and a computerized flight management system, which integrated state-of-the-art communications and navigation equipment. This system provided automatic flight control, and at the pilot's direction, the system would bring the aircraft to a stable hover 50 feet (15 m) above a selected object, an important safety feature in darkness or inclement weather. Selected search patterns could be flown automatically, freeing the pilot and copilot to concentrate on sighting & searching the object.

To improve performance and safety margin, more powerful Turbomeca Arriel 2C2-CG engines were used. Seventy-five percent of the structure—including rotor head, rotor blades and fuselage—consisted of corrosion-resistant composite materials. The rotor blades themselves were new, too, with BERP “paddles”at their tips, a new aerofoil and increased blade twist for increased lifting-capability and maximum speed, to compensate for the fixed landing gear and other external equipment that increased drag. To prevent leading edge erosion the blade used a rubber-based tape rather than the polyurethane used on earlier helicopters.

 

The “Leumadair HR.1”, so its official designation, became operational in mid-2019. Despite being owned by the government, the helicopters received civil registrations (SC-LEA - -LEF) and were dispersed along the Scottish coastline. They normally carried a crew of four: Pilot, Copilot, Flight Mechanic and Rescue Swimmer, even though regular flight patrols were only excuted with a crew of three. The Leumadair HR.1 was used by the RoScAC primarily for search and rescue missions, but also for homeland security patrols, cargo, drug interdiction, ice breaking, and pollution control. While the helicopters operated unarmed, they could be outfitted with manually operated light or medium machine guns in their doors.

However, the small fleet of only six helicopters was far from being enough to cover the Scottish coast and the many islands up north, so that the government prolonged the contract with Bristow Helicopters in late 2019 for two more years, and the procurement of further Leumadair HR.1 helicopters was decided in early 2020. Twelve more helicopters were ordered en suite and were expected to arrive in late 2021.

  

General characteristics:

Crew: 2 pilots and 2 crew

Length: 12,06 m (39 ft 2 1/2 in)

Height: 4 m (13 ft 1 in)

Main rotor diameter: 12,10 m (39 ft 7 1/2 in)

Main rotor area: 38.54 m² (414.8 sq ft)

Empty weight: 3,128 kg (6,896 lb)

Max takeoff weight: 4,300 kg (9,480 lb)

 

Powerplant:

2× Turbomeca Arriel 2C2-CG turboshaft engines, 636 kW (853 hp) each

 

Performance:

Maximum speed: 330 km/h (210 mph, 180 kn)

Cruise speed: 240 km/h (150 mph, 130 kn)

Range: 658 km (409 mi, 355 nmi)

Service ceiling: 5,486 m (17,999 ft)

 

Armament:

None installed, but provisions for a 7.62 mm M240 machine gun or a Barrett M107 0.50 in (12.7

mm) caliber precision rifle in each side door

  

The kit and its assembly:

Another chapter in my fictional alternative reality in which Scotland became an independent Republic and separated from the UK in 2017. Beyond basic aircraft for the RoScAC’s aerial defense duties I felt that maritime rescue would be another vital task for the nascent air force – and the situation that Great Britain had outsourced the SAR job to a private company called for a new solution for the independent Scotland. This led to the consideration of a relatively cheap maritime helicopter, and my choice fell on the SA365 ‘Daupin’, which has been adapted to such duties in various variants.

 

As a starting point there’s the Matchbox SA365 kit from 1983, which is a typical offer from the company: a solid kit, with mixed weak spots and nice details (e. g. the cockpit with a decent dashboard and steering columns/pedals for the crew). Revell has re-boxed this kit in 2002 as an USCG HH-65A ‘Dolphin’, but it’s technically only a painting option and the kit lacks any optional parts to actually build this type of helicopter in an authentic fashion - there are some subtle differences, and creating a convincing HH-65 from it would take a LOT of effort. Actually, it's a real scam from Revell to market the Matchbox Dauphin as a HH-65!

 

However, it was my starting basis, and for a modernized/navalized/military version of the SA365 I made some changes. For instance, I gave the helicopter a fixed landing gear, with main wheels stub wings taken from a Pavla resin upgrade/conversion set for a Lynx HAS.2, which also comes with better wheels than the Matchbox kit. The Dauphin’s landing gear wells were filled with 2C putty and in the same process took the stub wings. The front landing gear well was filled with putty, too, and a adapter to hold the front twin wheel strut was embedded. Lots of lead were hidden under the cockpit floor to ensure that this model would not becaome a tail sitter.

A thimble radome was integrated into the nose with some PSR – I opted for this layout because the fixed landing gear would block 360° radar coverage under the fuselage, and there’s not too much ground clearance or space above then cabin for a radome. Putting it on top of the rotor would have been the only other option, but I found this rather awkward. As a side benefit, the new nose changes the helicopter’s silhouette well and adds to a purposeful look.

 

The rotor blades were replaced with resin BERP blades, taken from another Pavla Lynx conversion set (for the Hobby Boss kit). Because their attachment points were very different from the Matchbox Dauphin rotor’s construction, I had to improvise a little. A rather subtle change, but the result looks very plausible and works well. Other external extras are two inflatable floating devices along the lower fuselage from a Mistercraft ASW AB 212 (UH-1) kit, the winch at port side was scratched with a piece from the aforementioned BK 117 and styrene bits. Some blade antennae were added and a sensor turret was scratched and placed in front of the front wheels. Additional air scoops for the gearbox were added, too. Inside, I added two (Matchbox) pilot figures to the cockpit, plus a third seat for a medic/observer, a storage/equipment box and a stretcher from a Revell BK 117 rescue helicopter kit. This kit also donated some small details like the rear-view mirror for the pilot and the wire-cutters - not a typical detail for a helicopter operating over the open sea, but you never know...

 

The only other adition is a technical one: I integrated a vertical styrene pipe behind the cabin as a display holder adapter for the traditional hoto shooting's in-flight scenes.

  

Painting and markings:

It took some time to settle upon a design. I wanted something bright – initially I thought about Scottish colors (white and blue), but that was not garish enough, even with some dayglo additions. The typical all-yellow RAF SAR livery was also ruled out. In the end I decided to apply a more or less uniform livery in a very bright red: Humbrol 238, which is, probably due to trademark issues, marketed as “Arrow Red (= Red Arrows)” and effectively an almost fluorescent pinkish orange-red! Only the black anti-glare panel in front of the windscreen, the radome and the white interior of the fenestron tail rotor were painted, too, the rest was created with white decal stripes and evolved gradually. Things started with a white 2mm cheatline, then came the horizontal stripes on the tail, and taking this "theme" further I added something similar to the flanks as a high contrast base for the national markings. These were improvised, too, with a 6mm blue disc and single 1.5 mm bars to create a Scottish flag. The stancils were taken from the OOB decal sheet. The interior became medium grey, the crew received bright orange jumpsuits and white "bone domes".

 

No black ink washing or post-panel-shading was done, since the Dauphin has almost no surface details to emphasize, and I wanted a new and clean look. Besides, with wll the white trim, there was already a lot going on on the hull, so that I kept things "as they were". Finally, the model was sealed with a coat of semi-gloss acrylic varnish for a light shine, except for the rotor blades and the anti-glare panel, which became matt.

  

Quite a tricky project. While the Matchbox Dauphin is not a complex kit you need patience and have to stick to the assembly order to put the hull together. PSR is needed, esp. around the engine section and for the underside. On the other side, despite being a simple model, you get a nice Dauphin from the kit - but NOT a HH-65, sorry. My fictional conversion is certainly not better, but the bright result with its modifications looks good and quite convincing, though.

This is this longest amount of time I have spent on one image. Over 2 nights, 9 total hours. Used the longest exposures I have tried... 20 min subs on OIII A little disappointed with the data for the amount of time spent. 90 degree rotation of the Flying Horse......

Trying to figure out HST palette:

9.0 hours:

 

Used various combinations of Canon T3i/Modified Canon T3 and Orion 80mm/120mm refractors:

w CLS filters:11x300 6x600

w/Ha filters:4x600 11x900

w/OIII filter-2 x600 7x900 3x1200

no filters-12x300

 

Orion ED102T CF Triplet Apochromatic Refractor Telescope

Orion ST-80T "guide scope"

Orion Sirius German-equatorial Computerized Goto Mount

Images aquired using APT

Guided with Starshoot Autoguider and 50mm guide scope

Aligned and stacked with Nebulosity

Post-process with StarTools GIMP & Paint.net

 

www.sites.google.com/site/astrochuck123

 

*****Check out my "terrestrial" pictures on:

www.flickr.com/photos/78400750@N07/

 

The Enterprise Center Tower 1 is an office skyscraper located in Makati City, Philippines. It is owned and developed by KSA Realty Corporation, a joint venture between the Kuok Group (majority shareholder), ING, and A. Soriano Corporation (ANSCOR). It stands at 171.9 metres (564 feet), it is currently the 10th-tallest complete building in Makati City, and the 18th tallest building in Metro Manila and in the Philippines as well (as of July, 2009). The building is the taller of two buildings comprising The Enterprise Center.

 

The building have multiple entrances and exits, speeds your arrival and departure from the seven- level underground parking facility. The parking levels can accommodate over 1,200 vehicles for both tenants and visitors and are brightly lit and well ventilated for security and comfort. A new bike stands is also provided and is located at the Basement 1 parking area just at the back of the Drop Off staircase at Tower 2.

 

The tower is equipped with a helipad, and a private lounge one level before the helipad.

 

The fourth floor houses an International Food Court, which serves a wide variety of world-class cuisine. There are 25 outlets serving both building tenants and visitors.

 

Also available is a well-equipped business center, which may provide back up and support system. It has a wide range of business equipment compatible with the world's high technology machines, including audio-visual equipment, computers, teleconferencing facilities and telecommunication services, function rooms, and full function office spaces for visiting guests or associates.

 

A Tenant Assistance Service Center (TASC) Desk is available to immediately respond to tenant and guests concerns. A computerized customer service system is installed to ensure quick and efficient response to tenant. The TASK DESC (which is open 24 hours a day) has become the center for tenant service, communication and coordination. An air conditioned Driver's lounge at Basement 2 of Tower 1 is available, operating from 7AM to 7PM Mondays to Fridays, and 7 AM to 5 PM on Saturdays. This lounge is for the exclusive use of The Enterprise Center tenants and their visitors. A television and cool drink machine is available for convenience.

 

A Mailing Room is available to all tenants, and is located at Basement 2 beside the Security Office. The Mailing Room is open Mondays to Fridays from 2 PM to 4 PM and on Saturdays from 9 AM to 11 AM.

 

A smoking area is also present for the convenience of all tenants especially the non-smokers. The smoking area is located at street level very near the staircase going to the overhead walkway along the Dela Rosa service road entrance. Appropriate benches, landscaping, weather protection and trash bins have been installed for the comfort of all tenants. The smoking area is open 24hours a day.

Times Square NYC New Years Eve Midnight Ball Drop - New Years Day Celebration New York City USA 2021 - 2022

 

#TimesSquareNYC #NewYearsRockinEve #RockinEve #Hello2022 #NYC

  

The Times Square Ball is a time ball located atop the One Times Square building in New York City, primarily utilized as part of New Year's Eve celebrations held in Times Square. Yearly at 11:59 p.m. EST on December 31, the ball is lowered 77 feet (23 m) down a specially designed flagpole, resting on the midnight to signal the start of the new year. The first ball drop in Times Square took place on December 31, 1907, and has been held annually since (except in 1942 and 1943 in observance of wartime blackouts). The ball's design has also been updated over the years to reflect new advances in technologies—its original design utilized 100 incandescent light bulbs, iron, and wood in its construction, while its current incarnation features a computerized LED lighting system and an outer surface consisting of triangle-shaped crystal panels. As of 2009, the ball is also displayed atop One Times Square year-round and is removed only for general maintenance.

 

The Ball is covered with a total of 2,688 Waterford Crystal triangles

 

Gift of Wisdom; Revealed as the 2022 Waterford Crystal Times Square New Year's Eve Ball theme

 

The Times Square ball drop is one of the best-known New Year's celebrations internationally, attended by at least one million spectators yearly, with an estimated global audience of at least 1 billion. The prevalence of the Times Square ball drop has also inspired other similar ball drops held locally in other cities and towns around the world.

 

Dick Clark's New Year's Rockin' Eve with Ryan Seacrest

Performers 2021 - 2022

Starting at 6:00pm

Jonathan Bennett

Sino-American Friendship Association (“SAFA”)

ABC’s Planet Fitness Dance Performance with Liza Koshy

USO Show Troupe

Jeremy Hassell

KT Tunstall performs her hit songs Black Horse and The Cherry Tree

Ja Rule and Ashanti

ABC’s “Dick Clark’s New Year’s Rockin’ Eve”: Performance by Journey

KT Tunstall performs John Lennon’s Imagine

Karol G ( Carolina Giraldo Navarro Medellín Colombia )

DON OMAR WITH NIO GARCIA - Los Angeles

DADDY YANKEE - Puerto Rico

  

At the base of the One Times Square Building is a Walgreens store with a monitor stating Happy New Year 2022 Walgreens facing the MTA Subway exit -

Walgreens Boots Alliance Inc is listed on the NASDAQ as WBA - The NASDAQ is also located in Times Square NYC.

 

The closest Metropolitan Transportation Authority MTA Subway is Times Square – 42nd Street New York City Subway station - N R Q S 1 2 3 7 trains and A C E trains at 8th Avenue

 

The Chinese Lunar calendar follows a 12 year cycle and each of the 12 years is represented by 12 Animals which form the Chinese Zodiac. The 12 animals, are: Rat, Cow, Tiger, Rabbit, Dragon, Snake, Horse, Sheep, Monkey, Chicken, Dog, and the Pig.

2019 Pig

2020 Rat

2021 Ox

2022 Tiger

2023 Rabbit

2024 Dragon

2025 Snake

2026 Horse

2027 Sheep

2028 Monkey

2029 Rooster

2030 Dog

  

Hashtag metadata:

#HappyNewYear #HappyNewYears #FelizAñoNuevo #FelizAnoNuevo #Feliz #AñoNuevo #AnoNuevo #TimesSquare #TimesSquareNYE #TimesSquareNY #TimesSquareNewYorkCity #TimesSquareNewYork #TSNYC #TSNYE #NY #NewYork #NewYorkCity #NewYearsEve #NYE #US #USA #Happy #NewYear #NewYears #December #Party #Celebration #Holiday #DickClark #RyanSeacrest #DickClarksNewYearsRockinEve #ABCTV #FortySecondStreet #2021 #2022

 

Photo

Apple iPhone 13 Pro Max smartphone photo

 

Photos

Times Square, New York City, USA The United States of America, North America

12/31/2021 - 01/01/2022

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Cybersecurity is the protection of internet-connected systems, including hardware, software, and data, from cyberattacks. In a computing context, security comprises cybersecurity and physical security -- both are used by enterprises to protect against unauthorized access to data centers and other computerized systems.

 

Cybersecurity refers to the preventative techniques used to protect the integrity of networks, programs, and data from attack, damage, or unauthorized access.

 

Cybersecurity refers to a set of techniques used to protect the integrity of an organization’s security architecture and safeguard its data against attack, damage or unauthorized access.

 

We have best Cybersecurity in our 4xfast.com

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some Background:

On 23 January 1992, the Lithuanian Minister of Defense signed an order establishing the staff for the Aviation Base of the Aviation Service. But an actual base in the Šiauliai airport territory (Barysiai airfield) was not established until March, when according to the ordinance of the Government of Lithuanian Republic, all the infrastructure, buildings, territory and 24 An-2 aircraft were passed from ”Lithuanian Airlines" to the Aviation Service of the Ministry of Defense in January 1992.

 

On 12 June 1992, the first time after regaining the independence of Lithuania, An-2 aircraft, marked with the double cross of Vytis on its wings – the distinguishing sign of Lithuanian Air Force – took off from Barysiai airfield. This date is considered to be the Aviation Base foundation date. In February 1993 four L-39C Albatros aircraft were brought from Kyrgyzstan.

 

After 1 March 1993 Aviation Service was reformed to the Lithuanian Air Force and Aviation Base was renamed the First Aviation Base of the Lithuanian Air Force. In January 1994 Lithuania officially applied for NATO membership, and the country also looked out for a relatively cheap multi-purpose fighter that would fulfill both air space defence and attack tasks, the latter primarily against potential targets at sea (e. g. fast hoovercraft landing ships operated by the Russian Baltic Fleet).

 

After evaluating several options, the Lithuanian Air Force settled for a surprising aircraft: the venerable MiG-21! After the demise of the Soviet Union, several international companies started to offer conversion and upgrade programs for the widely used tactical fighter, about 5.000 specimen had been built to date. One of the first companies to enter the market was Israel Aircraft Industries: IAI's Lahav Division of (IAI) had developed the so-called MiG-21 2000 upgraded fighter and ground attack version, based on the MiG-21bis and the export MiG-21MF fighter aircraft.

 

The MiG-21 2000 upgrade provided modifications to the cockpit configuration, avionics architecture and weapons systems, enabling the MiG-21 2000 to compete with Western developed fighters like the F-16 and to make the transition to Western standards. The aircraft's original systems and components were retained wherever mission effectiveness was not compromised.

IAI Lahav augmented the original weapons system by introducing an EL/M-2032 radar, developed by IAI Elta Electronic Industries, based in Ashdod. The radar, which uses a low sidelobe planar array antenna and pulse Doppler beam sharpening, provides all-altitude, all-aspect look-up / look-down and shoot-down capability, as well as beyond-visual-range capability. In order to make the radar compatible with Western ordnance, a new armament interface and control unit were added, too, which enabled computerized control and release of weapons, including third and fourth-generation air-to-air missiles and precision-guided munitions of Western and Eastern provenance.

 

This system also gave the pilot the ability to use blind attack as well as continuously computed impact point (CCIP) and dive-toss bombing techniques. CCIP bombing involves the deployment of air-to-ground weapons, using the HUD to indicate the impact point for release of the weapons. Dive-toss bombing involves the release of air-to-ground weapons at the end of a steep dive manoeuver towards the target.

 

The MiG-21 2000 cockpit featured a new pilot-friendly layout that overcame the shortcomings of the original cockpit layout, which was crowded and lacked most of the desired man-machine interface characteristics. It incorporated a head-up display (HUD), eye-level multifunction color displays, hands on throttle and stick control (HOTAS), solid-state charge coupled device (CCD) camera, videotape recorder, and a one-piece windshield.

 

The MiG-21 2000 could be equipped with a display and sight helmet (DASH) system, supplied by Elbit of Haifa, which enabled the pilot to aim the weapons simply by looking at the target. The system worked by measuring the pilot's line of sight relative to the aircraft, and transferred the information to the aircraft's sensors, avionics and weapon systems. The helmet displayed vital information, such as the missile line of sight, missile status, flight information and warning data, on the visor. The DASH helmet allowed the pilot to fly head-up and off-boresight and assisted the pilot to detect, identify and shoot earlier.

 

IAI Lahav's upgrade package could be tailored to meet the customer's specific operational and budgetary requirements - the Lithuanian package included the radar, cockpit and also the DASH update and was rumored to cost around 4 Mio. USD per aircraft, and Lithuania was, together with Romania (where 110 MiG-21 were to be updated), lead customer.

 

As conversion basis, Lithuania purchased fifteen MiG-21 airframes for an unknown sum from the Ukraine, which had inherited a considerable MiG-21 fleet after the demise of the Soviet Union but did not (want to) operate it. The deal included thirteen airworthy MiG-21bis fighters and two MiG-21U trainers with few flying hours on the clocks, and - stripped off any military equipment - the small fleet was gradually transferred as disassembled kits via air ferry in Antonov Airlines An-124 transporters to Aerostar in Romania for conversion, starting in early 1996.

 

The first batch of Lithuanian MiG-21 2000, three fighters and one trainer, arrived in mid-1997 from Bacau on their own power and with civil Ukrainian registrations, and the Lithuanian Air Force’s fighter squadron, the Naikintuvu Eskadra, became ready for service in February 1998.

The rest of the country’s small MiG-21 fleet was delivered in the course of the same year, and these aircraft were semi-officially christened "Globėjas" (Guardian). Since the late Nineties, the Globėjas fighters provide the backbone of Lithuania's air defenses, with aircraft holding Quick Reaction Alert. QRA missions – so-called Alpha Scrambles – have constantly been on the rise thanks to the Russia’s increased aggression towards NATO. The MiG’s have regularly launched to intercept and shadow Russian Air Force Il-20 intelligence gathering aircraft over the Baltic Sea, as well as Tu-16 and Tu-95 patrols and even some Sukhoi Su-27s.

 

Lithuanian pilots use “hit and run” style tactics to deal with air threats, due to the limited range and endurance of their mounts - but this is of little concern due to the country's relatively small size and the defensive nature of the machines' tasks. While the Globėjas lack a beyond-visual range missile, although they could carry one, they have the ability to carry a range of different short-range air-to-air missiles like the Israeli Python III, which Lithuania procured from Rafael in Haifa as primary air-to-air missile.

 

After Lithuania joined NATO organization in 2004, its (alongside Latvia's and Estonia's) air space has been protected by NATO. NATO members provide usually 4 fighter aircraft, based in Lithuania, to police the Baltic States’ airspace, where they support the Lithuanian MiG-21 fleet. The duties rotate between NATO members (which started in March 2004 with Belgium Air Force F-16s) and most NATO members that operate fighters have made temporary deployments to Lithuania.

 

The Lithuanian Globėjas were also in regular demand as a simulated threat, and have gone up against US F-16s, F-15s, F/A-18s and A-10s, as well as the many different European fighter types that frequently rotate into the small country, including the Eurofighter, German F-4F Phantom IIs or French Mirage 2000.

 

Anyway, the Globėjas' airframes sooner or later reached their flying hour limits, and will be phased out towards 2020. As a replacement Lithuania will begin taking delivery of its first batch of ex-Portuguese F-16s in 2016, while the Baltic States are considering in the near future to protect their airspace on their own.

  

General characteristics:

Crew: 1

Length: 14.5 [126] m (47 ft 7 in)

Wingspan: 7.154 m (23 ft 6 in)

Height: 4 m (13 ft 6 in)

Wing area: 23.0 m² (247.3 ft²)

Empty weight: 5,846 kg (12,880 lb)

Gross weight: 8,825 kg (19,425 lb)

 

Powerplant:

1× Tumansky R25-300, rated at 40.21 kN (9,040 lbf) thrust dry

and 69.62 kN (15,650 lbf) with afterburner

 

Performance:

Maximum speed: 2,175 km/h (1,351.48 mph)

Maximum speed: Mach 2.0

Landing speed: 350 km/h (190 kts)

Range: (internal fuel) 1,210 km (751 miles)

Service ceiling: 17,800 m (58,400 ft)

Rate of climb: 225 m/s (44,280 ft/min)

 

Armament:

1x internal 23 mm GSh-23 cannon

5x hardpoints for a wide range of guided and unguided ordnance of up to 3.310 lb (1.500 kg).

 

In QRA configuration the Lithuanian MiG-21 typically carry two or four Rafal Python III short

range air-to-air missiles and an 800l drop tank on the centerline pylon.

Against ground targets, unguided bombs of up to 1.100 lb (500kg) caliber or unguided rockets

can be carried; alternatively, a Rafael LITENING laser designation pod and three

Griffin Mk. 82 LGBs or a single Mk. 84 LGB can be carried, or optically guided weapons like up

to four AGM-65 Maverick or a single GBU-8.

  

The kit and its assembly:

This kit is the entry for the 2016 "One Week Group Build" at whatifmodelers.com, which ran from 29th of April until 8th May (so, actually nine days...). I had this project earmarked for the recent "Cold War" GB, but it fell outside of the build's time horizon. But despite the dubious kit as basis, I tackled the build since I had anything else already at hand.

 

The basis is the MiG-21-93 demonstrator kit from Ukrainian manufacturer Condor, one of the many reincarnations of the venerable KP MiG-21bis, but with some updates. You get, for instance, engraved, very fine panel lines, some typical details were added like the wraparound windscreen (wrong shape, though) and the radar warning fairing on the fin as well as an extra sprue with modern Russian ordnance – apparently from some other kit!

On the downside, there's overall mediocre fit due to the molds' age, some dubious details (anything appears softened or blurred…) or the simple lack thereof (e. g. there’s no ventral gun fairing at all). But there’s nothing that could not be mended, and after all this is just a whiffy version.

 

Since there was only one week time to build the thing and make beauty pics, the whole project remained close to OOB status, even though a lot of detail changes or additions were made in order to convert the Russian MiG-21-93 into an earlier but similar Israeli MiG-21 2000 derivative.

 

These mods include:

- A Martin Baker ejection seat, with wire trigger handles

- HUD made from clear styrene

- Lowered flaps

- An added jet pipe/interior for the otherwise bleak exhaust (parts from a Kangnam Yak-38)

- Hydraulic pipes on the landing gear, made from very thin wire

- Some more/different blade antennae

- Measuring vanes on the pitot boom

- Different GSh-23 gun fairing, from an Academy MiG-23

- Thinner blast deflector plates under the anti-surge doors

- A pair of Python III AAMs, plus respective launch rails

- Different centerline drop tank, from an F-5E

- Scratched chaff/flare dispensers under the rear fuselage (as carried by the MiG-21 2000 demonstrator)

 

Building the model went straightforward, but it took some putty work to fill some seams, dents and holes all around the kit. Biggest issue was a hole in front of the cockpit screen, where simply not enough styrene had been injected into the mould!

  

Painting and markings:

The Lithuanian Air Force as operator for this build was chosen because it would not only fit into the real world timeline (even though I doubt that there would have been any budget for this aircraft at that time, even if MiG-21s had not been upgraded at all...) and because the potential livery would be very simple: contemporary L-39 trainers, C-27L Spartan as well as some L-410 and Mi-8 transporters carry a uniform, dull grey livery. Why not apply it on an air superiority fighter, too?

 

Finding an appropriate tone was not easy, though. Some sources claim the grey tone to be FS 36306, others refer to FS 36270 or "close to Blue/Grey FS35237", but IMHO none of the cited Federal Standard tones works well. Real world Lithuanian aircraft appear pretty dark and dull, and the color also features a greenish, slate grey hue - it's a unique color indeed.

 

After some trials (and also wishing to avoid mixing) I settled for Humbrol 111 (German Field Grey, a.k.a. Uniform Grey) as basic tone. It's a rather dark choice, but I wanted some good contrast to the national markings. A full wraparound livery appeared a little too dark and boring, so I added light blue wing undersurfaces (Humbrol 115). The kit received a light black in wash and some panel shading, primarily in order to add some life to the otherwise uniform surface.

 

Details were painted according to real world MiG-21 pics: the cockpit became classic teal with light grey instrument panels, plus OOB decals for the dashboard and side consoles. The landing gear struts were painted in a light, metallic grey (Humbrol 127 + 56) while the wells were painted in an odd primer color, a mix of Aluminum, Sand and Olive Drab. Parts of the covers were painted with Humbrol 144 (Blue Grey), seen on a modernized real world MiG-21. The wheel discs became bright green.

 

IAI's MiG-21 2000 demonstrator from 1993 had a black radome (as well as later Romanian LanceR Cs), so I adapted this detail for my build. Other typical di-electric fairings on a MiG-21's hull were painted in slightly darker camouflage colors, while the fin's leading edge became dark grey.

The blast deflector plates received yellow and black warning stripes, and some potentially dangerous parts for the ground crews like the pointed anti-flutter booms were painted red. The Python IIIs were simply painted all-white, mounted on grey launch rails - a harsh contrast to the dull rest of the aircraft.

 

Main markings come from a Blue Rider Publishing aftermarket sheet for modern Lithuanian aircraft. This set also includes the small Air Force crests, which I put on the nose, as well as the typical, blue tactical codes.

The stencils come from the scrap box, the small Lithuanian flag stripes on the tail rudder were created from single decal stripes, a personal addition inspired by Lithuanian C-27J transporters. They add some more color to the otherwise murky Baltic MiG fighter.

The silver ring around the air intake as well as the stripes at the flaps and the rudder were created with simple decal stripes instead of paint.

 

Finally, after I added some graphite soot around the jet exhaust and some panle lines with a pencil (e .g. the blow-in doors and airbrake outlines), the kit was sealed with hardly thinned Revell matt acrylic varnish, trying to create a really dull finish.

  

A tough build, despite being mostly OOB, but the details took their toll. This Baltic MiG does not look flashy, but, with IAI's real world MiG-21 2000 as well as the LanceR conversion for Romania in the Nineties, this one is pretty plausible. And with the simple paint scheme, the MiG-21 looks even pretty chic!

and i didn’t like it, so up yours!

the day started out to be overcast and your local weather

man’s report stated, ” IT IS GOING TO RAIN!! SO STAY

HOME! YOU FOOLS!!” so does my fellow 2 snowboard

buddies, they decided to chicken out. while i sat in

my car with a cup of fresh brewed coffee and checking

on their email status, from there i know.. they are not going.

I’m thinking to myself… do i go back to sleep? or just GO!

 

after a few moments of deep thoughts… i told myself, ————> not really that deep… it look only 2 seconds

” you ain’t gonna get up this freaking early for nothing, GO!”

so i stepped on the gas and took off. Arrived whitetail at

tip of 8am, just before the mass population hits, perfecto!.

Upon my arrival, my worries are gone, no rain, but snow ——————-> it was snowing/raining like a bitch while i drove up :/

and good fresh layer of new snow for me to play with.

went to ticket booth with all my gears, bought a lift ticket,

and double checking my personal belongings, wallet… CHECK,

car key… CHECK, camera… CHECK! new lift tag attached…

CHECK. off i go.

after some 10 rounds of lift ( yeah it was fast, and there was NO one in the line at all, i guess everyone got scared away by the *fact* that it’s going to rain all day *snickers* ), i began to feel thirsty and started to walk toward my car. as soon as i get there, began to search for the damn key, pants….. NOPE! jacket…. NOPE… inner layer jacket… NOPE! i can only find my camera and iphone still running songs into my ear ( playing linkin park’s “crawling”… not a good song to hear when u are facing a skin crawling situation like this ) suddenly this panic began to hit me hard and fast. ( fellow readers, you can imagine me walking around my car huffing away my ciggs like there’s no tmw ) i searched every inch of ground for my wallets and key… my brain replies.. NOPE ok im so fucked.. but i kept my mind in a positive state, petting it not to go crazy and start bite people around me like a fucking nut job.

So i went back to the path where i walked from,

hopping that i dropped my stuff along the way. NOPE!

nothing at all, as the anxiety level of my panic builds up,

i start to breath heavily.. got on the next lift to see if i

can find it on the slope where i went, once.. NOPE..

TWICE NADA! my legs began to shake… body is

starting to break down.. i went to the guest service

near the ticket booth, NOPE.. another wall.. no one

has claimed my key and wallet as lost items. went

outside, and sat down.. thinking really hard on what

can i do at this moment with out key and wallet.. no

cash on me, getting a locksmith is not possible, ( my

car will not start with a computerized/laser cut

key ) i just hope i wont be strained on this mountain

for a whole day.. the idea creeps upon me like a bad

dream.

took out my phone, no reception… moved over to

another area.. 1 bar.. great.. dropped calls are

going to be so much fun. and i knew I’d get a better

reception on the top of the mountain.. and off i

went to the next available lift. once i got one the

top, vola! full bar!!! still that doesn’t make my

life any better.

making my call to mom, and joey happened to email

me regarding to my status, which i told them how

great it was to be here today, less people.. great

snow yada yada yada… in reply i added ” i lost my

key, and I’m so fucked! “ called parent’s home…

no one picks up, great.. called mom’s cell… nope..

i wont even try dad’s since he’s in china. so how

bad can this get? …

try this. iphone just gave me this message ” battery

LOW!” great.. i didn’t charge it last night and used it

all morning as an ipod while i stomp the snow.

ha.. i’m running out of battery at a right fucking time.

you’ve gotta to be kidding me!

after a dozen attempts of trying to reach my only

hope to bring the spare key at my parents.. i turned

to call my uncle just to hope she’s at his place. once..

NOPE! *sighs* *breath heavier* *puffs* iphone is

annoying me with yet another ” you are seriously low

on your batter message ” and it’s really cold at the

top, my hands began to freeze, and i know with cold

temperature, batteries don’t last long. so i put the phone

inside my jacket, and close to my shirt, so i can keep

it warm, instead of letting the coldness sucking away

iphone’s juice. it doesn’t take me long to make another

call to my uncle, i wont give up trying unless he can

confirm with me that she’s not there either. Ring … 1

… 2…. 3.. and i got him on the phone, and he did

confirm that my mom is within reach. ” PUT HER ON

NOW ! ” i felt bad that i kinda screamed at him

at the moment.. freaking panic.. I’m sorry

as i was explaining to her that i lost my car key, for

a moment, it didn’t worry her, she said well have

your friends drive u back home and pick up ur spare

key then, *sigh*

“no i came here alone”

“why would u go ski alone???”

“because i want to ?”

fine.. she told me to call cops.. i fainted… calling

cops will defenly not help. as i hasted her to follow

my plan, go home, find my spare key and drive up

here asap.

“where are you?”

“whitetail ski resort in PA”

“how do i get there?”

at this point i really fainted, falling off from the chair

at the takeoff pad. and i continue sit in the snow so

to hope the cold temperature will cool down my

mad temper.

“mom, take 270 north, then 70 stay on it, don’t turn

to Baltimore, drive about 1.5 hours and you will see

a ski resort sign on the right then make right turn,

then drive straight up …..”

“wait wait, how many left turns? ”

i fainted once again.. realizing that my mother, who

does not have a good sense of direction and gets lost

easily like me. which i believe i inherited it from her.

i began to give up on her, thinking.. it might not be

possible for her to make it to whitetail even. but at

this point i don’t give a flying fuck any more, i told

her just go home first and just go find my keys.

hung up

updating joey what has happened and trying to stay

warm by walking around. but i cut the message short,

so i will conserve more battery for phone calls. The

phone rang, and i looked, it’s from my uncle.

“do you think u can email me and give me the

address from the website?”

*faint*

” i cant, can you just go home and find the keyyyyy?

my battery is running low, have you left yet? ”

she hung up

doing a web search on my iphone will just simply

wipes out my last remaining battery, and the safety

rangers weren’t even being helpful at all. which i

doubtful they even have internet in that little cabin

they have up here. i went up to their door step and

talked with a ranger, asking if they have anyone

came to them for a lost key and wallet, NOPE *sigh*

so i walked to left and stayed on their cabin deck so

i can keep myself dry. and i don’t think any of this

plan is going to work out, the ranger did tell me that

i could ask for rides back to where i live.. um.. can

you imagine me using a billboard stating ” LOST CAR

KEY, HAVE NO $$$ NEED A RIDE HOME ” in the crowd?

i’d die first. but that would be last on my options.

while i wait, i went down the slope and scanned the area again, but the thought of not being able to have a relaxing afternoon sure makes me dizzy.. NOPE… still nothing to be found, came back up again and sat at the bench like a good boy. One ranger walked out and sat across from me, fixing his lock like i was invisible.. i began to loose my mind again. ” this fucking bastard cant even ask me if i need to come inside and keep myself warm while i wait for someone to find my key, or even wait for my mom to call me again, which is hopeless for me at the rate how fast my iphone battery is going to die…* i ignored him, just stare at the blank snow.. again.. the mind decided to go loose on me again, thinking that i will be strained on this fucking pile of snow all night long and not being able to go home.. with that though.. sending chills on my spine.. i began to shriveling.. this isn’t how I’m going to end my 30th year.. not in this fucking sense.. and this doesn’t make any sense at all.. i had the god damn key and wallet in my pocket and i double checked before i hit the slopes.. how can they disappear out of thin air??? but whatever…

and here comes another ranger, female this time..

middle aged. walks around and she NOTICED ME!

*crying* she actually fucking noticed me.

“are you alright?”

“yeah im ok, just waiting for phone call, i just lost

my key.. blah blah blah blah ”

“oh.. have you tried guest service”

“yeah, everywhere, and i asked almost everyone”

“did you check all your pockets ?”

i told her which i did, physically patted down every

pockets of mine..from top to bottom, and then this

guy ranger began to talk.. he was saying make sure

that there aren’t any holes in my jacket, because

last time it happened to him which he found there’s a

hole in his pants, and the keys went directly to his

socks department, he found out after the whole

fiasco. which i found it funny, but I’m in no mood to

laugh at all.

what saved the day is the move she did next,

pointing at my right chest pocket, i looked and told

her i checked that area too, but then again i noticed

there’s a zipper there as well, UNZIP… and let ME be

damned… wallet.. CHECK! key…. DOUBLE CHECK!!!

all of sudden, angels sang and sun came up, my

spirit lifted, like a bad voodoo spell got expired. we

H-5ed and i rushed to call my mom have her not to

come home at all, luckily they are only halfway to

home. and me? went home directly. i just couldn’t

take it any more. in fear that i would lost the key again.

alright people, that was just a false alarm, nothing

to see here, move along… shoo shoo get on with

your lives..

I am dishing up my dressing from the new-fangled computerized oven in my new apartment. It turned out all right, but that computerized oven gave me fits on what was supposed to be a simple meal Saturday before Christmas. My turkey breast quarter was pre-cooked and only needed a little warming and could in fact be eaten cold. On my plate is a serving of Texas style green beans with potatoes, onions, mushrooms, and sausage. The green beans and the gravy were cooked on the stovetop, so there were no complications.

These cones (proto-cones?) were full of pollen -- with a gentle puff of air, they'd fill the air with dust. I tried to capture this in the photo, but I'm not sure if you can tell just how much dust they were giving off in this photo.

 

The Arboretum has an interactive map on their web site. This map is found at the Arborway Gate.

 

Pasting from Wikipedia: Arnold Arboretum:

 

• • • • •

 

The Arnold Arboretum of Harvard University is an arboretum located in the Jamaica Plain and Roslindale sections of Boston, Massachusetts. It was designed by Frederick Law Olmsted and is the second largest "link" in the Emerald Necklace.

 

History

 

The Arboretum was founded in 1872 when the President and Fellows of Harvard College became trustees of a portion of the estate of James Arnold (1781–1868).

 

In 1842, Benjamin Bussey (1757–1842), a prosperous Boston merchant and scientific farmer, donated his country estate Woodland Hill and a part of his fortune to Harvard University "for instruction in agriculture, horticulture, and related subjects". Bussey had inherited land from fellow patriot Eleazer Weld in 1800 and further enlarged his large estate between 1806 and 1837 by acquiring and consolidating various farms that had been established as early as the seventeenth century. Harvard used this land for the creation of the Bussey Institute, which was dedicated to agricultural experimentation. The first Bussey Institute building was completed in 1871 and served as headquarters for an undergraduate school of agriculture.

 

Sixteen years after Bussey's death, James Arnold, a New Bedford, Massachusetts whaling merchant, specified that a portion of his estate was to be used for "...the promotion of Agricultural, or Horticultural improvements". In 1872, when the trustees of the will of James Arnold transferred his estate to Harvard University, Arnold’s gift was combined with 120 acres (0.49 km2) of the former Bussey estate to create the Arnold Arboretum. In the deed of trust between the Arnold trustees and the College, income from Arnold’s legacy was to be used for establishing, developing and maintaining an arboretum to be known as the Arnold Arboretum which "shall contain, as far as practicable, all the trees [and] shrubs ... either indigenous or exotic, which can be raised in the open air of West Roxbury". The historical mission of the Arnold Arboretum is to increase knowledge of woody plants through research and to disseminate this knowledge through education.

 

Charles Sprague Sargent was appointed director and Arnold Professor of Botany shortly after the establishment of the institution in 1872.[2] Together with landscape architect Frederick Law Olmsted he developed the road and pathway system and delineated the collection areas by family and genus, following the then current and widely accepted classification system of Bentham and Hooker. The Hunnewell building was designed by architect Alexander Wadsworth Longfellow, Jr. in 1892 and constructed with funds donated by H. H. Hunnewell in 1903. From 1946 to 1950 the landscape architect Beatrix Farrand was the landscape design consultant for the Arboretum. Her early training in the 1890s included time with Charles Sprague Sargent and chief propagator and superintendent Jackson Thornton Johnson.[3] Today the Arboretum occupies 265 acres (107 hectares) of land divided between four parcels, viz. the main Arboretum and the Peters Hill, Weld-Walter and South Street tracts. The collections, however, are located primarily in the main Arboretum and on the Peters Hill tract. The Arboretum remains one of the finest examples of a landscape designed by Frederick Law Olmsted and it is a Frederick Law Olmsted National Historic Site) and a National Historic Landmark.

 

Robert E. Cook is the seventh and current Director of the Arnold Arboretum. He is also the Director of the Harvard University Herbaria located in Cambridge, Massachusetts.

 

Status

 

The Arboretum is privately endowed as a department of Harvard University. The land, however, was deeded to the City of Boston in 1882 and incorporated into the so-called "Emerald Necklace". Under the agreement with the City, Harvard University was given a thousand-year lease on the property, and the University, as trustee, is directly responsible for the development, maintenance, and operation of the Arboretum; the City retains responsibility for water fountains, benches, roads, boundaries, and policing. The annual operating budget of $7,350,644 (fiscal year 2003) is largely derived from endowment, which is also managed by the University, and all Arboretum staff are University employees. Other income is obtained through granting agencies and contributors.

 

Location

 

The main Arborway gate is located on Route 203 a few hundred yards south of its junction with the Jamaicaway. Public transportation to the Arboretum is available on the MBTA Orange Line to its terminus at Forest Hills Station and by bus (#39) to the Monument in Jamaica Plain. The Arboretum is within easy walking distance from either of these points.

 

Hours

 

The grounds are open free of charge to the public from sunrise to sunset 365 days of the year. The Visitor's Center in the Hunnewell Building, 125 Arborway, is open Monday through Friday 9 a.m.–4 p.m.; Saturdays 10 a.m.–4 p.m.; Sundays 12 p.m.–4 PM. The Visitor’s Center is closed on holidays. The Library, located in the Hunnewell Building, is open Monday through Saturday, 10 a.m.–4 p.m.. The Library is closed on Sundays and holidays. Stacks are closed and the collection does not circulate.

 

Area

 

Two hundred and sixty-five acres (107 hectares) in the Jamaica Plain and Roslindale sections of Boston, Massachusetts, located at 42°19′N 71°5′W / 42.317°N 71.083°W / 42.317; -71.083, with altitudes ranging from 46 feet (15 m) in the meadow across the drive from the Hunnewell Building to 240 feet (79 m) at the top of Peters Hill.

 

Climate

 

Average yearly rainfall is 43.63 inches (1,102 mm); average snowfall, 40.2 inches (102 centimeters). Monthly mean temperature is 51.5 °F (10.8 °C); July's mean temperature is 73.5 °F (23 °C); January's is 29.6 °F (-1.3 °C). The Arboretum is located in USDA hardiness zone 6 (0 to −10 °F, −18 to −23 °C).

 

Collections (as of September 14, 2007)

 

At present, the living collections include 15,441 individual plants (including nursery holdings) belonging to 10,216 accessions representing 4,099 taxa; with particular emphasis on the ligneous species of North America and eastern Asia. Historic collections include the plant introductions from eastern Asia made by Charles Sprague Sargent, Ernest Henry Wilson, William Purdom, Joseph Hers, and Joseph Rock. Recent introductions from Asia have resulted from the 1977 Arnold Arboretum Expedition to Japan and Korea, the 1980 Sino-American Botanical Expedition to western Hubei Province, and more recent expeditions to China and Taiwan.

 

Comprehensive collections are maintained and augmented for most genera, and genera that have received particular emphasis include: Acer, Fagus, Carya, Forsythia, Taxodium, Pinus, Metasequoia, Lonicera, Magnolia, Malus, Quercus, Rhododendron, Syringa, Paulownia, Albizia, Ilex, Gleditsia and Tsuga. Other comprehensive collections include the Bradley Collection of Rosaceous Plants, the collection of conifers and dwarf conifers, and the Larz Anderson Bonsai Collection. Approximately 500 accessions are processed annually.

 

Collections policy

 

The mission of the Arnold Arboretum is to increase our knowledge of the evolution and biology of woody plants. Historically, this research has investigated the global distribution and evolutionary history of trees, shrubs and vines, with particular emphasis on the disjunct species of East Asia and North America. Today this work continues through molecular studies of the evolution and biogeography of the floras of temperate Asia, North America and Europe.

 

Research activities include molecular studies of gene evolution, investigations of plant-water relations, and the monitoring of plant phenology, vegetation succession, nutrient cycling and other factors that inform studies of environmental change. Applied work in horticulture uses the collections for studies in plant propagation, plant introduction, and environmental management. This diversity of scientific investigation is founded in a continuing commitment to acquire, grow, and document the recognized species and infraspecific taxa of ligneous plants of the Northern Hemisphere that are able to withstand the climate of the Arboretum’s 265-acre (1.07 km2) Jamaica Plain/Roslindale site.

 

As a primary resource for research in plant biology, the Arboretum’s living collections are actively developed, curated, and managed to support scientific investigation and study. To this end, acquisition policies place priority on obtaining plants that are genetically representative of documented wild populations. For each taxon, the Arnold Arboretum aspires to grow multiple accessions of known wild provenance in order to represent significant variation that may occur across the geographic range of the species. Accessions of garden or cultivated provenance are also acquired as governed by the collections policies herein.

 

For all specimens, full documentation of both provenance and history within the collection is a critical priority. Curatorial procedures provide for complete and accurate records for each accession, and document original provenance, locations in the collections, and changes in botanical identity. Herbarium specimens, DNA materials, and digital images are gathered for the collection and maintained in Arboretum data systems and the herbarium at the Roslindale site.

 

Research

 

Research on plant pathology and integrated pest management for maintenance of the living collections is constantly ongoing. Herbarium-based research focuses on the systematics and biodiversity of both temperate and tropical Asian forests, as well as the ecology and potential for sustainable use of their resources. The Arboretum's education programs offer school groups and the general public a wide range of lectures, courses, and walks focusing on the ecology and cultivation of plants. Its quarterly magazine, Arnoldia, provides in-depth information on horticulture, botany, and garden history. Current Research Initiatives

 

Plant Records

 

Plant records are maintained on a computerized database, BG-BASE 6.8 (BG-Base Inc.), which was initiated in 1985 at the request of the Arnold Arboretum and the Threatened Plants Unit (TPU) of the World Conservation Monitoring Centre (WCMC). A computerized mapping program (based on AutoCAD (Autodesk)) is linked to BG-BASE, and each accession is recorded on a series of maps at a scale of 1-inch (25 mm) to 20 feet (1:240) or 1-inch (25 mm) to 10 feet (1:120). A computer-driven embosser generates records labels. All accessioned plants in the collections are labeled with accession number, botanical name, and cultivar name (when appropriate), source information, common name, and map location. Trunk and/or display labels are also hung on many accessions and include botanical and common names and nativity. Stake labels are used to identify plants located in the Leventritt Garden and Chinese Path.

 

Grounds Maintenance

 

The grounds staff consists of the superintendent and assistant superintendent, three arborists, and ten horticultural technologists. A service garage is adjacent to the Hunnewell Building, where offices and locker rooms are located. During the summer months ten horticultural interns supplement the grounds staff. A wide array of vehicles and modern equipment, including an aerial lift truck and a John Deere backhoe and front loader, are used in grounds maintenance. Permanent grounds staff, excluding the superintendents, are members of AFL/CIO Local 615, Service Employees International Union (SEIU).

 

Nursery and Greenhouse Facilities

 

The Dana Greenhouses, located at 1050 Centre Street (with a mailing address of 125 Arborway), were completed in 1962. They comprise four service greenhouses totaling 3,744 square feet (348 m²), the headhouse with offices, cold rooms, storage areas, and a classroom. Staffing at the greenhouse includes the manager of greenhouses and nurseries, the plant propagator, two assistants, and, during the summer months, two horticultural interns. Adjacent to the greenhouse is a shade house of 3,150 square feet (293 m²), a 12,600 cubic foot (357 m³) cold storage facility, and three irrigated, inground nurseries totaling approximately one and one-half acres (6,000 m²). Also located in the greenhouse complex is the bonsai pavilion, where the Larz Anderson Bonsai Collection is displayed from the middle of April to the end of October. During the winter months the bonsai are held in the cold storage unit at temperatures slightly above freezing.

 

Isabella Welles Hunnewell Internship Program

 

The living collections department of the Arnold Arboretum offers a paid summer internship program [2] that combines hands-on training in horticulture with educational courses. Intern trainees will be accepted for 12- to 24-week appointments. Ten interns will work with the grounds maintenance department and two in the Dana Greenhouses.

 

As part of the training program, interns participate in mandatory instructional sessions and field trips in order to develop a broader sense of the Arboretum’s horticultural practices as well as those of other institutions. Sessions and field trips are led by Arnold staff members and embrace an open question and answer format encouraging all to participate. Interns often bring experience and knowledge that everyone, including staff, benefits from. It is a competitive-free learning environment.

 

Horticultural Apprenticeship

 

The Arboretum created the horticultural apprenticeship program in 1997 to provide hands-on experience in all aspects of the development, curation, and maintenance of the Arboretum's living collections to individuals interested in pursuing a career in an arboretum or botanical garden.

 

The Living Collections department of the Arnold Arboretum offers a summer internship program[4] that combines practical hands-on training in horticulture with educational courses. Fourteen Interns/Horticultural Trainees are accepted for twelve to twenty-four week appointments. Interns receive the majority of their training in one of three departments: Grounds Maintenance, Nursery and Greenhouse, or Plant Records.

 

Lilac Sunday

 

The second Sunday in May every year is "Lilac Sunday". This is the only day of the year that picnicing is allowed. In 2008, on the 100th anniversary of Lilac Sunday, the Arboretum website touted:

 

Of the thousands of flowering plants in the Arboretum, only one, the lilac, is singled out each year for a daylong celebration. On Lilac Sunday, garden enthusiasts from all over New England gather at the Arboretum to picnic, watch Morris dancing, and tour the lilac collection. On the day of the event, which takes place rain or shine, the Arboretum is open as usual from dawn to dusk.[5]

 

Associated Collections

 

The Arboretum's herbarium in Jamaica Plain holds specimens of cultivated plants that relate to the living collections (ca. 160,000). The Jamaica Plain herbarium, horticultural library, archives, and photographs are maintained in the Hunnewell building at 125 Arborway; however, the main portions of the herbarium and library collections are housed in Cambridge on the campus of Harvard University, at 22 Divinity Avenue.

 

Publications

 

The inventory of living collections is updated periodically and made available to sister botanical gardens and arboreta on request; it is also available on the Arboretum’s website (searchable inventory). Arnoldia, the quarterly magazine of the Arnold Arboretum, frequently publishes articles relating to the living collections. A Reunion of Trees[6] by Stephen A. Spongberg (curator emeritus) recounts the history of the introduction of many of the exotic species included in the Arobretum’s collections. New England Natives[7] written by horticultural research archivist Sheila Connor describes many of the trees and shrubs of the New England flora and the ways New Englanders have used them since prehistoric times. Science in the Pleasure Ground[8] by Ida Hay (former curatorial associate) constitutes an institutional biography of the Arboretum.

 

Institutional Collaborations

 

The Arboretum maintains an institutional membership in the American Public Garden Association (APGA) and the International Association of Botanical Gardens and Arboreta. Additionally, members of the staff are associated with many national and international botanical and horticultural organizations. The Arboretum is also a cooperating institution with the Center for Plant Conservation (CPC), and as an active member of the North American Plant Collections Consortium (NAPCC), it is committed to broadening and maintaining its holdings of: Acer, Carya, Fagus, Stewartia, Syringa, and Tsuga for the purposes of plant conservation, evaluation, and research. The Arboretum is also a member of the North American China Plant Exploration Consortium (NACPEC).

 

See also

 

Larz Anderson Bonsai Collection, donated by businessman and ambassador Larz Anderson

The Case Estates of the Arnold Arboretum

List of botanical gardens in the United States

North American Plant Collections Consortium

Adams-Nervine_Asylum

 

External links

 

Arnold Arboretum Official Website

Arnold Arboretum Visitor Information

Harvard University Herbaria

American Public Gardens Association (APGA)

Flora of China

Virtual Information Access (VIA) Catalog of visual resources at Harvard University.

Garden and Forest A Journal of Horticulture, Landscape Art, and Forestry (1888–1897)

Boston's Arnold Arboretum: A Place for Study and Recreation, a National Park Service Teaching with Historic Places (TwHP) lesson plan

The Emerald Necklace: Boston's Green Connection, a National Park Service Teaching with Historic Places (TwHP) lesson plan

Prod. 1981-1999/2001

Sn. 2475515

 

Top of the line 1981.

 

X-700 brochure:

"The X-700 is Minolta's fully-programmed, micro-computerized Automatic Exposure 35mm SLR. It's a simple-to-operate Automatic Exposure camera, selecting both aperture and shutter speed in Programmed Automatic Exposure mode (P mode). So all you have to do is focus-and-shoot. The X-700 also offers Aperture-Priority Automatic Exposure control (A mode) and a full-metered manual exposure control (M mode), in addition to many other features that make photography more fun and enjoyable than ever before."

 

wikipedia:

T"he Minolta X-700 is a 35 mm single-lens reflex film camera introduced by Minolta in 1981. It was the top model of their final manual-focus SLR series before the introduction of the auto-focus Minolta Maxxum 7000.

The X-700 was awarded the European "Camera of the Year" award in 1981, and its competitive pricing resulted in its becoming the most successful Minolta camera since the SRT line."

 

kenrockwell.com:

"A testament to its lasting and good design, it was introduced in the early 1980s and was in continuous production until the beginning of 2001. I had a very new one with a serial number above 3,000,000, and I also bought an X-570 (it's brother) back in 1982."

 

From x-700 owners manual:

Elecronically governed 35mm single-reflex AE camera.

Exposure-control modes:

Fully programmed (P), aperture-priority automatic (A), and metered manual (M).

Exposure control and functions:

Low-voltage, low current computer circuit incorporating quartz crystal for sequential control to 1/30,000-sec. accuracy, large-scale ICs, samarium-cobalt impulse-release magnets, and linear-resistance inputs) varies both aperture and shutter speed steplessly according to special "faster-speed" program in P mode, or varies shutter speed steplessly according to aperture set in A mode, to yield proper exposure for the film speed and exposure adjustment set; auto-exposure range: EV 1 to EV 18 (e.g., 1 sec. at f/1.4 to 1/1000 at f/16) at ISO 100/21° with f/1.4 lens; AE-lock device holds meter reading for exposure at that value regardless of subject-brightness changes.

Shutter:

Horizontal-traverse focal-plane type; electronically controlled stepless speeds 1/1000 to 4 sec. set automatically with endlessly rotatable selector dial locked at "P" or "A" setting or fixed speeds 1 to 1/1000 sec. or "B" (bulb) set manually at detented dial indications; electromagnetic shutter release locks when voltage too low for proper operation.

Metering:

TTL center-weighted averaging type, by silicon photocell mounted at rear of pentaprism for available light, measured full aperture for normal finder display, then at taking aperture for programmed/automatic-exposure setting/determination or stop-down display; by another SPC mounted with optic in side of mirror compartment for TTL off-film Direct Autoflash Metering at taking aperture during exposure to control burst duration of PX-series flash units.

Film-speed range:

ISO 25/150 to 1600/330 set by ASA dial that locks at 1/3-EV increments.

Exposure-adjustment control:

Up to ±2 EV continuous adjustment of P, A, or M exposure by dial that locks at zero position and each 1/2-EV setting.

Mirror:

Triple-coated oversize instant-return slide-up type.

Viewfinder:

Eye-Level fixed pentaprism type showing 95% of 24x36mm film-frame area; magnification: 02X with 50mm standard lens focused at infinity; power: -1D, adjustable with accessory Snap-On eyepiece lenses; Fresnel-field focusing screen having artificially regular-patterned matte field plus central split-image horizontally oriented focusing aid surrounded by microprism band, interchangeable with Type P1, P2, Pd, M, G, L, S, or H screens at authorized Minolta service stations; visible around frame: mode indication (P, A, or M), shutter-speed scale (1, 2, 4, 8, 15, 30, 60, 125, 250, 500, and 1000) with LED setting indication, triangular over-/under-range LED indicators blinking at 4Hz, flash-ready signal (LED next to "60" blinking at 2Hz), FDC signal ("60" LED blinking at 8Hz for 1 sec. after correct flash exposure), mis-set lens warning (mode indication blinking at 4Hz in P mode, battery check (by glowing of any LED when operating button touched or pressed slightly), f-number set with MD or MC lenses, and exposure-adjustment engaged indication (LED blinking at 4Hz); display and metering activated by normal finger contact or slight pressing of operating button and continue for 15 sec., except go out after shutter release.

Flash Sync and Control:

Hot shoe and PC terminal for X sync; camera-control contact on hot shoe for flash ready signaling and automatic setting of shutter at 1/60 sec. (except when mode/shutter-speed selector set for sync at "B") with PX and X flash units; other electronic units synchronize at 1/60 sec. and slower manual speeds or "B" setting; Class MF, M, and FP flashbulbs, at 1/15 sec. or slower settings; second contact on hot shoe for burst control by Direct Autoflash Metering with PX units.

Power:

Two 1.5v alkaline-manganese (LR44: Eveready A-76 or equiv.), two 1.55v silver-oxide (SR-44: Eveready S-76, EPX-76, or equiv.), or one 3v lithium (CR-1/3N) cell(s).

If you have the time, please read the write-up below and, if you can, please highlight the plight of the world's rhino populations by posting any photograph you have of a rhino – whether it was taken in a zoo or in the wild – in support of the World Wildlife Fund's World Rhino Day.

 

All five of the world’s rhino species are on the brink of extinction because of their distinctive horns. Though rhino horns are used to fashion dagger handles and are prized possessions in Yemen, the problem today is not with their ornamental use, but in the demand fuelled by the belief that shaved or powered horn can cure anything from fever to cancer. (It is not, as commonly believed, prescribed as an aphrodisiac.)

 

The majority of African rhino horns are now headed for southeast and east Asia, especially Vietnam and China for use in traditional medicine. In China rhino horn has been used for traditional Chinese medicine since 2000 BC thus belief in its traditional medicinal properties is firmly entrenched. Though the Chinese government banned the use of rhino horn or any other parts from endangered species in traditional Chinese medicine in 1993 current rhino poaching levels suggest that the use of rhino horn continues unabated in traditional medicine markets.

 

Several scientific studies have been commissioned and each confirmed that rhino horn does not contain medical properties. Using computerized tomography (CT scans) researchers at the University of Ohio have revealed that horns are comprised of calcium, melanin and keratin and are similar in structure to horse hooves, turtle beaks and cockatoo bills. Thus those who use rhino horn may just as well chew their own nails!

 

In South Africa the slaughter continues. 13 rhino were butchered in 2007, 83 in 2009, 122 in 2009, 333 in 2010 and at present the figure for 2011 is 290. The focus of syndicates seems to have moved from rhino in national parks to privately owned populations on reserves and farms - a softer target since the South African National Defence Force was deployed in the Kruger National Park to try to curb poaching. Unfortunately I do not have figures for Kenya, Namibia, Zimbabwe and Tanzania, but it’s unlikely these countries are faring better.

 

Criminal syndicates which deploy helicopters, GPS devices, night vision equipment and foot soldiers who track rhinos are operating with impunity. Armed with specialised veterinary drugs, darting guns, chainsaws and automatic weapons they butcher rhino. In some instances the horns are sawed off while the animal is still alive and it dies a slow and painful death. Rhino calves too are killed because they hinder the butchers in their operations and the tiniest stub of a horn is also deemed useable. Where a calf is rescued at the carcass of its mother it is usually severely traumatised and unlikely to survive despite dedicated efforts by vets and caretakers.

 

At $60 000 per kilogram, the horns – weighing on average 7 kilograms each – are now worth more than their weight in gold, and there is no shortage of foot soldiers willing to work for a share of the profits. And that’s only part of the story. Unscrupulous professional hunters and their clients use legal trophy hunting as way of accessing horns for trading, exploiting loopholes in legislation. Since the beginning of 2010 for every two rhino lost to poachers another has been shot by trophy hunters. In addition there are unconfirmed reports of live rhino sales to China to breed them so that horns can be harvested for use in traditional medicine.

 

Member of the Flickr Bird Brigade

Activists for birds and wildlife

 

This photograph and all others on my photostream are protected by copyright and may not be used on any site, blog or forum without my permission.

computerized

Boathouse Row PA - in Philadelphia, Pennsylvania. Computerized LED lights illuminate and outline each of the houses at Boathouse Row in holiday colors. The colorful lights are reflected on the frozen waters of the east bank of the Schuylkill River.

 

Image © 2017 Susan Candelario / SDC Photography, All Rights Reserved. The image is protected by U.S. and International copyright laws, and is not to be downloaded or reproduced in any way without written permission.

 

Visit Susan Candelario artists website to purchase Fine Art Prints. If you would like to use this image for any purpose, please visit my site and contact me with any questions you may have. Thank You

Would we know the difference between live Robots and Humans if computer will have consciousnesses and become a machine that might live forever? In the field of computerization of humans, I'd recommend the documentary "Transcendant Man" and the CBC article whereas some people get scared about it!

  

Before computerized simulation, there was Viewmaster, which--along with imagination--educated my generation. Here is a scan from a 1964 Viewmaster description booklet detailing what might happen on the Apollo 11 NASA Mission.

 

Released before the historic moonwalk mission, this imagined flight includes artists' renderings of the space walk.

 

I may have had this reel, although this one isn't mine.

 

I found this, and a reel featuring the actual 1969 spacewalk at "Curiosities," a fabulous treasure trove of antiques, folk art and supplies for the assemblage artist in Dallas, TX.

2 Become 1, Become 2

The Patriots Jet DemonstrationTeam:

The first of the Patriots Jet demonstration aircraft were purchased in 1999 with additional L-39 Jets purchased through 2002.

The aircraft were disassembled and shipped via truck, rail and sea in a 40' container from Europe to the United States.

www.patriotsjetteam.com/

 

After painstaking restoration by the Airshows America team, The Patriots L-39 jets were modified for use on the air show circuit with upgraded avionics systems for navigation and communications, removal of

 

excess weight for better air show performance, addition of a 25 gallon smoke oil system, and removal of their previous paint scheme. First debuting in 2003 as a two-ship team, the 2004 season saw the addition

 

of a third aircraft creating even more fun and excitement at air shows. With the success of the 2005 season, the Patriots added a forth jet for the 2006 season bringing the performance to an entirely new level.

 

The Patriots team is in the process of restoring 3 more L-39's in their Northern California facility. Future plans include the addition of 2 more jets in 2010 for a 6 ship team. Sponsored by Fry's Electronics and Hot Line Construction, the Patriots L-39s have electrified spectators with fast paced formation flying, choreographed four-ship diamond formation aerobatic maneuvers and and their signature "Tail Slide" where the aircraft actually slides backwards toward the ground, something not performed by any other jet demonstration team. Performances highlighted by computerized red, white and blue smoke system are flown by lead pilot Dean "Wilbur" Wright, right wingman Rob "FaNG" Hutchison, left wingman John "Boards" Posson and slot pilot Paul “Sticky” Strickland.

Recently they have now added a 6th Jet!

www.patriotsjetteam.com/

The Arboretum has an interactive map on their web site. This map is found at the Arborway Gate.

 

Pasting from Wikipedia: Arnold Arboretum:

 

• • • • •

 

The Arnold Arboretum of Harvard University is an arboretum located in the Jamaica Plain and Roslindale sections of Boston, Massachusetts. It was designed by Frederick Law Olmsted and is the second largest "link" in the Emerald Necklace.

 

History

 

The Arboretum was founded in 1872 when the President and Fellows of Harvard College became trustees of a portion of the estate of James Arnold (1781–1868).

 

In 1842, Benjamin Bussey (1757–1842), a prosperous Boston merchant and scientific farmer, donated his country estate Woodland Hill and a part of his fortune to Harvard University "for instruction in agriculture, horticulture, and related subjects". Bussey had inherited land from fellow patriot Eleazer Weld in 1800 and further enlarged his large estate between 1806 and 1837 by acquiring and consolidating various farms that had been established as early as the seventeenth century. Harvard used this land for the creation of the Bussey Institute, which was dedicated to agricultural experimentation. The first Bussey Institute building was completed in 1871 and served as headquarters for an undergraduate school of agriculture.

 

Sixteen years after Bussey's death, James Arnold, a New Bedford, Massachusetts whaling merchant, specified that a portion of his estate was to be used for "...the promotion of Agricultural, or Horticultural improvements". In 1872, when the trustees of the will of James Arnold transferred his estate to Harvard University, Arnold’s gift was combined with 120 acres (0.49 km2) of the former Bussey estate to create the Arnold Arboretum. In the deed of trust between the Arnold trustees and the College, income from Arnold’s legacy was to be used for establishing, developing and maintaining an arboretum to be known as the Arnold Arboretum which "shall contain, as far as practicable, all the trees [and] shrubs ... either indigenous or exotic, which can be raised in the open air of West Roxbury". The historical mission of the Arnold Arboretum is to increase knowledge of woody plants through research and to disseminate this knowledge through education.

 

Charles Sprague Sargent was appointed director and Arnold Professor of Botany shortly after the establishment of the institution in 1872.[2] Together with landscape architect Frederick Law Olmsted he developed the road and pathway system and delineated the collection areas by family and genus, following the then current and widely accepted classification system of Bentham and Hooker. The Hunnewell building was designed by architect Alexander Wadsworth Longfellow, Jr. in 1892 and constructed with funds donated by H. H. Hunnewell in 1903. From 1946 to 1950 the landscape architect Beatrix Farrand was the landscape design consultant for the Arboretum. Her early training in the 1890s included time with Charles Sprague Sargent and chief propagator and superintendent Jackson Thornton Johnson.[3] Today the Arboretum occupies 265 acres (107 hectares) of land divided between four parcels, viz. the main Arboretum and the Peters Hill, Weld-Walter and South Street tracts. The collections, however, are located primarily in the main Arboretum and on the Peters Hill tract. The Arboretum remains one of the finest examples of a landscape designed by Frederick Law Olmsted and it is a Frederick Law Olmsted National Historic Site) and a National Historic Landmark.

 

Robert E. Cook is the seventh and current Director of the Arnold Arboretum. He is also the Director of the Harvard University Herbaria located in Cambridge, Massachusetts.

 

Status

 

The Arboretum is privately endowed as a department of Harvard University. The land, however, was deeded to the City of Boston in 1882 and incorporated into the so-called "Emerald Necklace". Under the agreement with the City, Harvard University was given a thousand-year lease on the property, and the University, as trustee, is directly responsible for the development, maintenance, and operation of the Arboretum; the City retains responsibility for water fountains, benches, roads, boundaries, and policing. The annual operating budget of $7,350,644 (fiscal year 2003) is largely derived from endowment, which is also managed by the University, and all Arboretum staff are University employees. Other income is obtained through granting agencies and contributors.

 

Location

 

The main Arborway gate is located on Route 203 a few hundred yards south of its junction with the Jamaicaway. Public transportation to the Arboretum is available on the MBTA Orange Line to its terminus at Forest Hills Station and by bus (#39) to the Monument in Jamaica Plain. The Arboretum is within easy walking distance from either of these points.

 

Hours

 

The grounds are open free of charge to the public from sunrise to sunset 365 days of the year. The Visitor's Center in the Hunnewell Building, 125 Arborway, is open Monday through Friday 9 a.m.–4 p.m.; Saturdays 10 a.m.–4 p.m.; Sundays 12 p.m.–4 PM. The Visitor’s Center is closed on holidays. The Library, located in the Hunnewell Building, is open Monday through Saturday, 10 a.m.–4 p.m.. The Library is closed on Sundays and holidays. Stacks are closed and the collection does not circulate.

 

Area

 

Two hundred and sixty-five acres (107 hectares) in the Jamaica Plain and Roslindale sections of Boston, Massachusetts, located at 42°19′N 71°5′W / 42.317°N 71.083°W / 42.317; -71.083, with altitudes ranging from 46 feet (15 m) in the meadow across the drive from the Hunnewell Building to 240 feet (79 m) at the top of Peters Hill.

 

Climate

 

Average yearly rainfall is 43.63 inches (1,102 mm); average snowfall, 40.2 inches (102 centimeters). Monthly mean temperature is 51.5 °F (10.8 °C); July's mean temperature is 73.5 °F (23 °C); January's is 29.6 °F (-1.3 °C). The Arboretum is located in USDA hardiness zone 6 (0 to −10 °F, −18 to −23 °C).

 

Collections (as of September 14, 2007)

 

At present, the living collections include 15,441 individual plants (including nursery holdings) belonging to 10,216 accessions representing 4,099 taxa; with particular emphasis on the ligneous species of North America and eastern Asia. Historic collections include the plant introductions from eastern Asia made by Charles Sprague Sargent, Ernest Henry Wilson, William Purdom, Joseph Hers, and Joseph Rock. Recent introductions from Asia have resulted from the 1977 Arnold Arboretum Expedition to Japan and Korea, the 1980 Sino-American Botanical Expedition to western Hubei Province, and more recent expeditions to China and Taiwan.

 

Comprehensive collections are maintained and augmented for most genera, and genera that have received particular emphasis include: Acer, Fagus, Carya, Forsythia, Taxodium, Pinus, Metasequoia, Lonicera, Magnolia, Malus, Quercus, Rhododendron, Syringa, Paulownia, Albizia, Ilex, Gleditsia and Tsuga. Other comprehensive collections include the Bradley Collection of Rosaceous Plants, the collection of conifers and dwarf conifers, and the Larz Anderson Bonsai Collection. Approximately 500 accessions are processed annually.

 

Collections policy

 

The mission of the Arnold Arboretum is to increase our knowledge of the evolution and biology of woody plants. Historically, this research has investigated the global distribution and evolutionary history of trees, shrubs and vines, with particular emphasis on the disjunct species of East Asia and North America. Today this work continues through molecular studies of the evolution and biogeography of the floras of temperate Asia, North America and Europe.

 

Research activities include molecular studies of gene evolution, investigations of plant-water relations, and the monitoring of plant phenology, vegetation succession, nutrient cycling and other factors that inform studies of environmental change. Applied work in horticulture uses the collections for studies in plant propagation, plant introduction, and environmental management. This diversity of scientific investigation is founded in a continuing commitment to acquire, grow, and document the recognized species and infraspecific taxa of ligneous plants of the Northern Hemisphere that are able to withstand the climate of the Arboretum’s 265-acre (1.07 km2) Jamaica Plain/Roslindale site.

 

As a primary resource for research in plant biology, the Arboretum’s living collections are actively developed, curated, and managed to support scientific investigation and study. To this end, acquisition policies place priority on obtaining plants that are genetically representative of documented wild populations. For each taxon, the Arnold Arboretum aspires to grow multiple accessions of known wild provenance in order to represent significant variation that may occur across the geographic range of the species. Accessions of garden or cultivated provenance are also acquired as governed by the collections policies herein.

 

For all specimens, full documentation of both provenance and history within the collection is a critical priority. Curatorial procedures provide for complete and accurate records for each accession, and document original provenance, locations in the collections, and changes in botanical identity. Herbarium specimens, DNA materials, and digital images are gathered for the collection and maintained in Arboretum data systems and the herbarium at the Roslindale site.

 

Research

 

Research on plant pathology and integrated pest management for maintenance of the living collections is constantly ongoing. Herbarium-based research focuses on the systematics and biodiversity of both temperate and tropical Asian forests, as well as the ecology and potential for sustainable use of their resources. The Arboretum's education programs offer school groups and the general public a wide range of lectures, courses, and walks focusing on the ecology and cultivation of plants. Its quarterly magazine, Arnoldia, provides in-depth information on horticulture, botany, and garden history. Current Research Initiatives

 

Plant Records

 

Plant records are maintained on a computerized database, BG-BASE 6.8 (BG-Base Inc.), which was initiated in 1985 at the request of the Arnold Arboretum and the Threatened Plants Unit (TPU) of the World Conservation Monitoring Centre (WCMC). A computerized mapping program (based on AutoCAD (Autodesk)) is linked to BG-BASE, and each accession is recorded on a series of maps at a scale of 1-inch (25 mm) to 20 feet (1:240) or 1-inch (25 mm) to 10 feet (1:120). A computer-driven embosser generates records labels. All accessioned plants in the collections are labeled with accession number, botanical name, and cultivar name (when appropriate), source information, common name, and map location. Trunk and/or display labels are also hung on many accessions and include botanical and common names and nativity. Stake labels are used to identify plants located in the Leventritt Garden and Chinese Path.

 

Grounds Maintenance

 

The grounds staff consists of the superintendent and assistant superintendent, three arborists, and ten horticultural technologists. A service garage is adjacent to the Hunnewell Building, where offices and locker rooms are located. During the summer months ten horticultural interns supplement the grounds staff. A wide array of vehicles and modern equipment, including an aerial lift truck and a John Deere backhoe and front loader, are used in grounds maintenance. Permanent grounds staff, excluding the superintendents, are members of AFL/CIO Local 615, Service Employees International Union (SEIU).

 

Nursery and Greenhouse Facilities

 

The Dana Greenhouses, located at 1050 Centre Street (with a mailing address of 125 Arborway), were completed in 1962. They comprise four service greenhouses totaling 3,744 square feet (348 m²), the headhouse with offices, cold rooms, storage areas, and a classroom. Staffing at the greenhouse includes the manager of greenhouses and nurseries, the plant propagator, two assistants, and, during the summer months, two horticultural interns. Adjacent to the greenhouse is a shade house of 3,150 square feet (293 m²), a 12,600 cubic foot (357 m³) cold storage facility, and three irrigated, inground nurseries totaling approximately one and one-half acres (6,000 m²). Also located in the greenhouse complex is the bonsai pavilion, where the Larz Anderson Bonsai Collection is displayed from the middle of April to the end of October. During the winter months the bonsai are held in the cold storage unit at temperatures slightly above freezing.

 

Isabella Welles Hunnewell Internship Program

 

The living collections department of the Arnold Arboretum offers a paid summer internship program [2] that combines hands-on training in horticulture with educational courses. Intern trainees will be accepted for 12- to 24-week appointments. Ten interns will work with the grounds maintenance department and two in the Dana Greenhouses.

 

As part of the training program, interns participate in mandatory instructional sessions and field trips in order to develop a broader sense of the Arboretum’s horticultural practices as well as those of other institutions. Sessions and field trips are led by Arnold staff members and embrace an open question and answer format encouraging all to participate. Interns often bring experience and knowledge that everyone, including staff, benefits from. It is a competitive-free learning environment.

 

Horticultural Apprenticeship

 

The Arboretum created the horticultural apprenticeship program in 1997 to provide hands-on experience in all aspects of the development, curation, and maintenance of the Arboretum's living collections to individuals interested in pursuing a career in an arboretum or botanical garden.

 

The Living Collections department of the Arnold Arboretum offers a summer internship program[4] that combines practical hands-on training in horticulture with educational courses. Fourteen Interns/Horticultural Trainees are accepted for twelve to twenty-four week appointments. Interns receive the majority of their training in one of three departments: Grounds Maintenance, Nursery and Greenhouse, or Plant Records.

 

Lilac Sunday

 

The second Sunday in May every year is "Lilac Sunday". This is the only day of the year that picnicing is allowed. In 2008, on the 100th anniversary of Lilac Sunday, the Arboretum website touted:

 

Of the thousands of flowering plants in the Arboretum, only one, the lilac, is singled out each year for a daylong celebration. On Lilac Sunday, garden enthusiasts from all over New England gather at the Arboretum to picnic, watch Morris dancing, and tour the lilac collection. On the day of the event, which takes place rain or shine, the Arboretum is open as usual from dawn to dusk.[5]

 

Associated Collections

 

The Arboretum's herbarium in Jamaica Plain holds specimens of cultivated plants that relate to the living collections (ca. 160,000). The Jamaica Plain herbarium, horticultural library, archives, and photographs are maintained in the Hunnewell building at 125 Arborway; however, the main portions of the herbarium and library collections are housed in Cambridge on the campus of Harvard University, at 22 Divinity Avenue.

 

Publications

 

The inventory of living collections is updated periodically and made available to sister botanical gardens and arboreta on request; it is also available on the Arboretum’s website (searchable inventory). Arnoldia, the quarterly magazine of the Arnold Arboretum, frequently publishes articles relating to the living collections. A Reunion of Trees[6] by Stephen A. Spongberg (curator emeritus) recounts the history of the introduction of many of the exotic species included in the Arobretum’s collections. New England Natives[7] written by horticultural research archivist Sheila Connor describes many of the trees and shrubs of the New England flora and the ways New Englanders have used them since prehistoric times. Science in the Pleasure Ground[8] by Ida Hay (former curatorial associate) constitutes an institutional biography of the Arboretum.

 

Institutional Collaborations

 

The Arboretum maintains an institutional membership in the American Public Garden Association (APGA) and the International Association of Botanical Gardens and Arboreta. Additionally, members of the staff are associated with many national and international botanical and horticultural organizations. The Arboretum is also a cooperating institution with the Center for Plant Conservation (CPC), and as an active member of the North American Plant Collections Consortium (NAPCC), it is committed to broadening and maintaining its holdings of: Acer, Carya, Fagus, Stewartia, Syringa, and Tsuga for the purposes of plant conservation, evaluation, and research. The Arboretum is also a member of the North American China Plant Exploration Consortium (NACPEC).

 

See also

 

Larz Anderson Bonsai Collection, donated by businessman and ambassador Larz Anderson

The Case Estates of the Arnold Arboretum

List of botanical gardens in the United States

North American Plant Collections Consortium

Adams-Nervine_Asylum

 

External links

 

Arnold Arboretum Official Website

Arnold Arboretum Visitor Information

Harvard University Herbaria

American Public Gardens Association (APGA)

Flora of China

Virtual Information Access (VIA) Catalog of visual resources at Harvard University.

Garden and Forest A Journal of Horticulture, Landscape Art, and Forestry (1888–1897)

Boston's Arnold Arboretum: A Place for Study and Recreation, a National Park Service Teaching with Historic Places (TwHP) lesson plan

The Emerald Necklace: Boston's Green Connection, a National Park Service Teaching with Historic Places (TwHP) lesson plan

The Arboretum has an interactive map on their web site. This map is found at the Arborway Gate.

 

Pasting from Wikipedia: Arnold Arboretum:

 

• • • • •

 

The Arnold Arboretum of Harvard University is an arboretum located in the Jamaica Plain and Roslindale sections of Boston, Massachusetts. It was designed by Frederick Law Olmsted and is the second largest "link" in the Emerald Necklace.

 

History

 

The Arboretum was founded in 1872 when the President and Fellows of Harvard College became trustees of a portion of the estate of James Arnold (1781–1868).

 

In 1842, Benjamin Bussey (1757–1842), a prosperous Boston merchant and scientific farmer, donated his country estate Woodland Hill and a part of his fortune to Harvard University "for instruction in agriculture, horticulture, and related subjects". Bussey had inherited land from fellow patriot Eleazer Weld in 1800 and further enlarged his large estate between 1806 and 1837 by acquiring and consolidating various farms that had been established as early as the seventeenth century. Harvard used this land for the creation of the Bussey Institute, which was dedicated to agricultural experimentation. The first Bussey Institute building was completed in 1871 and served as headquarters for an undergraduate school of agriculture.

 

Sixteen years after Bussey's death, James Arnold, a New Bedford, Massachusetts whaling merchant, specified that a portion of his estate was to be used for "...the promotion of Agricultural, or Horticultural improvements". In 1872, when the trustees of the will of James Arnold transferred his estate to Harvard University, Arnold’s gift was combined with 120 acres (0.49 km2) of the former Bussey estate to create the Arnold Arboretum. In the deed of trust between the Arnold trustees and the College, income from Arnold’s legacy was to be used for establishing, developing and maintaining an arboretum to be known as the Arnold Arboretum which "shall contain, as far as practicable, all the trees [and] shrubs ... either indigenous or exotic, which can be raised in the open air of West Roxbury". The historical mission of the Arnold Arboretum is to increase knowledge of woody plants through research and to disseminate this knowledge through education.

 

Charles Sprague Sargent was appointed director and Arnold Professor of Botany shortly after the establishment of the institution in 1872.[2] Together with landscape architect Frederick Law Olmsted he developed the road and pathway system and delineated the collection areas by family and genus, following the then current and widely accepted classification system of Bentham and Hooker. The Hunnewell building was designed by architect Alexander Wadsworth Longfellow, Jr. in 1892 and constructed with funds donated by H. H. Hunnewell in 1903. From 1946 to 1950 the landscape architect Beatrix Farrand was the landscape design consultant for the Arboretum. Her early training in the 1890s included time with Charles Sprague Sargent and chief propagator and superintendent Jackson Thornton Johnson.[3] Today the Arboretum occupies 265 acres (107 hectares) of land divided between four parcels, viz. the main Arboretum and the Peters Hill, Weld-Walter and South Street tracts. The collections, however, are located primarily in the main Arboretum and on the Peters Hill tract. The Arboretum remains one of the finest examples of a landscape designed by Frederick Law Olmsted and it is a Frederick Law Olmsted National Historic Site) and a National Historic Landmark.

 

Robert E. Cook is the seventh and current Director of the Arnold Arboretum. He is also the Director of the Harvard University Herbaria located in Cambridge, Massachusetts.

 

Status

 

The Arboretum is privately endowed as a department of Harvard University. The land, however, was deeded to the City of Boston in 1882 and incorporated into the so-called "Emerald Necklace". Under the agreement with the City, Harvard University was given a thousand-year lease on the property, and the University, as trustee, is directly responsible for the development, maintenance, and operation of the Arboretum; the City retains responsibility for water fountains, benches, roads, boundaries, and policing. The annual operating budget of $7,350,644 (fiscal year 2003) is largely derived from endowment, which is also managed by the University, and all Arboretum staff are University employees. Other income is obtained through granting agencies and contributors.

 

Location

 

The main Arborway gate is located on Route 203 a few hundred yards south of its junction with the Jamaicaway. Public transportation to the Arboretum is available on the MBTA Orange Line to its terminus at Forest Hills Station and by bus (#39) to the Monument in Jamaica Plain. The Arboretum is within easy walking distance from either of these points.

 

Hours

 

The grounds are open free of charge to the public from sunrise to sunset 365 days of the year. The Visitor's Center in the Hunnewell Building, 125 Arborway, is open Monday through Friday 9 a.m.–4 p.m.; Saturdays 10 a.m.–4 p.m.; Sundays 12 p.m.–4 PM. The Visitor’s Center is closed on holidays. The Library, located in the Hunnewell Building, is open Monday through Saturday, 10 a.m.–4 p.m.. The Library is closed on Sundays and holidays. Stacks are closed and the collection does not circulate.

 

Area

 

Two hundred and sixty-five acres (107 hectares) in the Jamaica Plain and Roslindale sections of Boston, Massachusetts, located at 42°19′N 71°5′W / 42.317°N 71.083°W / 42.317; -71.083, with altitudes ranging from 46 feet (15 m) in the meadow across the drive from the Hunnewell Building to 240 feet (79 m) at the top of Peters Hill.

 

Climate

 

Average yearly rainfall is 43.63 inches (1,102 mm); average snowfall, 40.2 inches (102 centimeters). Monthly mean temperature is 51.5 °F (10.8 °C); July's mean temperature is 73.5 °F (23 °C); January's is 29.6 °F (-1.3 °C). The Arboretum is located in USDA hardiness zone 6 (0 to −10 °F, −18 to −23 °C).

 

Collections (as of September 14, 2007)

 

At present, the living collections include 15,441 individual plants (including nursery holdings) belonging to 10,216 accessions representing 4,099 taxa; with particular emphasis on the ligneous species of North America and eastern Asia. Historic collections include the plant introductions from eastern Asia made by Charles Sprague Sargent, Ernest Henry Wilson, William Purdom, Joseph Hers, and Joseph Rock. Recent introductions from Asia have resulted from the 1977 Arnold Arboretum Expedition to Japan and Korea, the 1980 Sino-American Botanical Expedition to western Hubei Province, and more recent expeditions to China and Taiwan.

 

Comprehensive collections are maintained and augmented for most genera, and genera that have received particular emphasis include: Acer, Fagus, Carya, Forsythia, Taxodium, Pinus, Metasequoia, Lonicera, Magnolia, Malus, Quercus, Rhododendron, Syringa, Paulownia, Albizia, Ilex, Gleditsia and Tsuga. Other comprehensive collections include the Bradley Collection of Rosaceous Plants, the collection of conifers and dwarf conifers, and the Larz Anderson Bonsai Collection. Approximately 500 accessions are processed annually.

 

Collections policy

 

The mission of the Arnold Arboretum is to increase our knowledge of the evolution and biology of woody plants. Historically, this research has investigated the global distribution and evolutionary history of trees, shrubs and vines, with particular emphasis on the disjunct species of East Asia and North America. Today this work continues through molecular studies of the evolution and biogeography of the floras of temperate Asia, North America and Europe.

 

Research activities include molecular studies of gene evolution, investigations of plant-water relations, and the monitoring of plant phenology, vegetation succession, nutrient cycling and other factors that inform studies of environmental change. Applied work in horticulture uses the collections for studies in plant propagation, plant introduction, and environmental management. This diversity of scientific investigation is founded in a continuing commitment to acquire, grow, and document the recognized species and infraspecific taxa of ligneous plants of the Northern Hemisphere that are able to withstand the climate of the Arboretum’s 265-acre (1.07 km2) Jamaica Plain/Roslindale site.

 

As a primary resource for research in plant biology, the Arboretum’s living collections are actively developed, curated, and managed to support scientific investigation and study. To this end, acquisition policies place priority on obtaining plants that are genetically representative of documented wild populations. For each taxon, the Arnold Arboretum aspires to grow multiple accessions of known wild provenance in order to represent significant variation that may occur across the geographic range of the species. Accessions of garden or cultivated provenance are also acquired as governed by the collections policies herein.

 

For all specimens, full documentation of both provenance and history within the collection is a critical priority. Curatorial procedures provide for complete and accurate records for each accession, and document original provenance, locations in the collections, and changes in botanical identity. Herbarium specimens, DNA materials, and digital images are gathered for the collection and maintained in Arboretum data systems and the herbarium at the Roslindale site.

 

Research

 

Research on plant pathology and integrated pest management for maintenance of the living collections is constantly ongoing. Herbarium-based research focuses on the systematics and biodiversity of both temperate and tropical Asian forests, as well as the ecology and potential for sustainable use of their resources. The Arboretum's education programs offer school groups and the general public a wide range of lectures, courses, and walks focusing on the ecology and cultivation of plants. Its quarterly magazine, Arnoldia, provides in-depth information on horticulture, botany, and garden history. Current Research Initiatives

 

Plant Records

 

Plant records are maintained on a computerized database, BG-BASE 6.8 (BG-Base Inc.), which was initiated in 1985 at the request of the Arnold Arboretum and the Threatened Plants Unit (TPU) of the World Conservation Monitoring Centre (WCMC). A computerized mapping program (based on AutoCAD (Autodesk)) is linked to BG-BASE, and each accession is recorded on a series of maps at a scale of 1-inch (25 mm) to 20 feet (1:240) or 1-inch (25 mm) to 10 feet (1:120). A computer-driven embosser generates records labels. All accessioned plants in the collections are labeled with accession number, botanical name, and cultivar name (when appropriate), source information, common name, and map location. Trunk and/or display labels are also hung on many accessions and include botanical and common names and nativity. Stake labels are used to identify plants located in the Leventritt Garden and Chinese Path.

 

Grounds Maintenance

 

The grounds staff consists of the superintendent and assistant superintendent, three arborists, and ten horticultural technologists. A service garage is adjacent to the Hunnewell Building, where offices and locker rooms are located. During the summer months ten horticultural interns supplement the grounds staff. A wide array of vehicles and modern equipment, including an aerial lift truck and a John Deere backhoe and front loader, are used in grounds maintenance. Permanent grounds staff, excluding the superintendents, are members of AFL/CIO Local 615, Service Employees International Union (SEIU).

 

Nursery and Greenhouse Facilities

 

The Dana Greenhouses, located at 1050 Centre Street (with a mailing address of 125 Arborway), were completed in 1962. They comprise four service greenhouses totaling 3,744 square feet (348 m²), the headhouse with offices, cold rooms, storage areas, and a classroom. Staffing at the greenhouse includes the manager of greenhouses and nurseries, the plant propagator, two assistants, and, during the summer months, two horticultural interns. Adjacent to the greenhouse is a shade house of 3,150 square feet (293 m²), a 12,600 cubic foot (357 m³) cold storage facility, and three irrigated, inground nurseries totaling approximately one and one-half acres (6,000 m²). Also located in the greenhouse complex is the bonsai pavilion, where the Larz Anderson Bonsai Collection is displayed from the middle of April to the end of October. During the winter months the bonsai are held in the cold storage unit at temperatures slightly above freezing.

 

Isabella Welles Hunnewell Internship Program

 

The living collections department of the Arnold Arboretum offers a paid summer internship program [2] that combines hands-on training in horticulture with educational courses. Intern trainees will be accepted for 12- to 24-week appointments. Ten interns will work with the grounds maintenance department and two in the Dana Greenhouses.

 

As part of the training program, interns participate in mandatory instructional sessions and field trips in order to develop a broader sense of the Arboretum’s horticultural practices as well as those of other institutions. Sessions and field trips are led by Arnold staff members and embrace an open question and answer format encouraging all to participate. Interns often bring experience and knowledge that everyone, including staff, benefits from. It is a competitive-free learning environment.

 

Horticultural Apprenticeship

 

The Arboretum created the horticultural apprenticeship program in 1997 to provide hands-on experience in all aspects of the development, curation, and maintenance of the Arboretum's living collections to individuals interested in pursuing a career in an arboretum or botanical garden.

 

The Living Collections department of the Arnold Arboretum offers a summer internship program[4] that combines practical hands-on training in horticulture with educational courses. Fourteen Interns/Horticultural Trainees are accepted for twelve to twenty-four week appointments. Interns receive the majority of their training in one of three departments: Grounds Maintenance, Nursery and Greenhouse, or Plant Records.

 

Lilac Sunday

 

The second Sunday in May every year is "Lilac Sunday". This is the only day of the year that picnicing is allowed. In 2008, on the 100th anniversary of Lilac Sunday, the Arboretum website touted:

 

Of the thousands of flowering plants in the Arboretum, only one, the lilac, is singled out each year for a daylong celebration. On Lilac Sunday, garden enthusiasts from all over New England gather at the Arboretum to picnic, watch Morris dancing, and tour the lilac collection. On the day of the event, which takes place rain or shine, the Arboretum is open as usual from dawn to dusk.[5]

 

Associated Collections

 

The Arboretum's herbarium in Jamaica Plain holds specimens of cultivated plants that relate to the living collections (ca. 160,000). The Jamaica Plain herbarium, horticultural library, archives, and photographs are maintained in the Hunnewell building at 125 Arborway; however, the main portions of the herbarium and library collections are housed in Cambridge on the campus of Harvard University, at 22 Divinity Avenue.

 

Publications

 

The inventory of living collections is updated periodically and made available to sister botanical gardens and arboreta on request; it is also available on the Arboretum’s website (searchable inventory). Arnoldia, the quarterly magazine of the Arnold Arboretum, frequently publishes articles relating to the living collections. A Reunion of Trees[6] by Stephen A. Spongberg (curator emeritus) recounts the history of the introduction of many of the exotic species included in the Arobretum’s collections. New England Natives[7] written by horticultural research archivist Sheila Connor describes many of the trees and shrubs of the New England flora and the ways New Englanders have used them since prehistoric times. Science in the Pleasure Ground[8] by Ida Hay (former curatorial associate) constitutes an institutional biography of the Arboretum.

 

Institutional Collaborations

 

The Arboretum maintains an institutional membership in the American Public Garden Association (APGA) and the International Association of Botanical Gardens and Arboreta. Additionally, members of the staff are associated with many national and international botanical and horticultural organizations. The Arboretum is also a cooperating institution with the Center for Plant Conservation (CPC), and as an active member of the North American Plant Collections Consortium (NAPCC), it is committed to broadening and maintaining its holdings of: Acer, Carya, Fagus, Stewartia, Syringa, and Tsuga for the purposes of plant conservation, evaluation, and research. The Arboretum is also a member of the North American China Plant Exploration Consortium (NACPEC).

 

See also

 

Larz Anderson Bonsai Collection, donated by businessman and ambassador Larz Anderson

The Case Estates of the Arnold Arboretum

List of botanical gardens in the United States

North American Plant Collections Consortium

Adams-Nervine_Asylum

 

External links

 

Arnold Arboretum Official Website

Arnold Arboretum Visitor Information

Harvard University Herbaria

American Public Gardens Association (APGA)

Flora of China

Virtual Information Access (VIA) Catalog of visual resources at Harvard University.

Garden and Forest A Journal of Horticulture, Landscape Art, and Forestry (1888–1897)

Boston's Arnold Arboretum: A Place for Study and Recreation, a National Park Service Teaching with Historic Places (TwHP) lesson plan

The Emerald Necklace: Boston's Green Connection, a National Park Service Teaching with Historic Places (TwHP) lesson plan

Where I come from, a meadow seemed to suggest a nice grassy field that you could run around in, or perhaps use to feed cows & sheep.

 

The Arboretum refers to this area as "The Meadow", but it looks like a marshy, muddy, cattail-filled swamp to me. And while cattails are, I suppose, part of the "grass" family of plants, this isn't usually what I'd think of as a "meadow".

 

But then Wikipedia says there's such a thing as wet meadows and water meadows, and marsh falls under the "meadow" category as well. Who knew?

 

Similar views of The Meadow:

• October 2009

• May 2010

 

• • • • •

 

The Arboretum has an interactive map on their web site. This map is found at the Arborway Gate.

 

Pasting from Wikipedia: Arnold Arboretum:

 

• • • • •

 

The Arnold Arboretum of Harvard University is an arboretum located in the Jamaica Plain and Roslindale sections of Boston, Massachusetts. It was designed by Frederick Law Olmsted and is the second largest "link" in the Emerald Necklace.

 

History

 

The Arboretum was founded in 1872 when the President and Fellows of Harvard College became trustees of a portion of the estate of James Arnold (1781–1868).

 

In 1842, Benjamin Bussey (1757–1842), a prosperous Boston merchant and scientific farmer, donated his country estate Woodland Hill and a part of his fortune to Harvard University "for instruction in agriculture, horticulture, and related subjects". Bussey had inherited land from fellow patriot Eleazer Weld in 1800 and further enlarged his large estate between 1806 and 1837 by acquiring and consolidating various farms that had been established as early as the seventeenth century. Harvard used this land for the creation of the Bussey Institute, which was dedicated to agricultural experimentation. The first Bussey Institute building was completed in 1871 and served as headquarters for an undergraduate school of agriculture.

 

Sixteen years after Bussey's death, James Arnold, a New Bedford, Massachusetts whaling merchant, specified that a portion of his estate was to be used for "...the promotion of Agricultural, or Horticultural improvements". In 1872, when the trustees of the will of James Arnold transferred his estate to Harvard University, Arnold’s gift was combined with 120 acres (0.49 km2) of the former Bussey estate to create the Arnold Arboretum. In the deed of trust between the Arnold trustees and the College, income from Arnold’s legacy was to be used for establishing, developing and maintaining an arboretum to be known as the Arnold Arboretum which "shall contain, as far as practicable, all the trees [and] shrubs ... either indigenous or exotic, which can be raised in the open air of West Roxbury". The historical mission of the Arnold Arboretum is to increase knowledge of woody plants through research and to disseminate this knowledge through education.

 

Charles Sprague Sargent was appointed director and Arnold Professor of Botany shortly after the establishment of the institution in 1872.[2] Together with landscape architect Frederick Law Olmsted he developed the road and pathway system and delineated the collection areas by family and genus, following the then current and widely accepted classification system of Bentham and Hooker. The Hunnewell building was designed by architect Alexander Wadsworth Longfellow, Jr. in 1892 and constructed with funds donated by H. H. Hunnewell in 1903. From 1946 to 1950 the landscape architect Beatrix Farrand was the landscape design consultant for the Arboretum. Her early training in the 1890s included time with Charles Sprague Sargent and chief propagator and superintendent Jackson Thornton Johnson.[3] Today the Arboretum occupies 265 acres (107 hectares) of land divided between four parcels, viz. the main Arboretum and the Peters Hill, Weld-Walter and South Street tracts. The collections, however, are located primarily in the main Arboretum and on the Peters Hill tract. The Arboretum remains one of the finest examples of a landscape designed by Frederick Law Olmsted and it is a Frederick Law Olmsted National Historic Site) and a National Historic Landmark.

 

Robert E. Cook is the seventh and current Director of the Arnold Arboretum. He is also the Director of the Harvard University Herbaria located in Cambridge, Massachusetts.

 

Status

 

The Arboretum is privately endowed as a department of Harvard University. The land, however, was deeded to the City of Boston in 1882 and incorporated into the so-called "Emerald Necklace". Under the agreement with the City, Harvard University was given a thousand-year lease on the property, and the University, as trustee, is directly responsible for the development, maintenance, and operation of the Arboretum; the City retains responsibility for water fountains, benches, roads, boundaries, and policing. The annual operating budget of $7,350,644 (fiscal year 2003) is largely derived from endowment, which is also managed by the University, and all Arboretum staff are University employees. Other income is obtained through granting agencies and contributors.

 

Location

 

The main Arborway gate is located on Route 203 a few hundred yards south of its junction with the Jamaicaway. Public transportation to the Arboretum is available on the MBTA Orange Line to its terminus at Forest Hills Station and by bus (#39) to the Monument in Jamaica Plain. The Arboretum is within easy walking distance from either of these points.

 

Hours

 

The grounds are open free of charge to the public from sunrise to sunset 365 days of the year. The Visitor's Center in the Hunnewell Building, 125 Arborway, is open Monday through Friday 9 a.m.–4 p.m.; Saturdays 10 a.m.–4 p.m.; Sundays 12 p.m.–4 PM. The Visitor’s Center is closed on holidays. The Library, located in the Hunnewell Building, is open Monday through Saturday, 10 a.m.–4 p.m.. The Library is closed on Sundays and holidays. Stacks are closed and the collection does not circulate.

 

Area

 

Two hundred and sixty-five acres (107 hectares) in the Jamaica Plain and Roslindale sections of Boston, Massachusetts, located at 42°19′N 71°5′W / 42.317°N 71.083°W / 42.317; -71.083, with altitudes ranging from 46 feet (15 m) in the meadow across the drive from the Hunnewell Building to 240 feet (79 m) at the top of Peters Hill.

 

Climate

 

Average yearly rainfall is 43.63 inches (1,102 mm); average snowfall, 40.2 inches (102 centimeters). Monthly mean temperature is 51.5 °F (10.8 °C); July's mean temperature is 73.5 °F (23 °C); January's is 29.6 °F (-1.3 °C). The Arboretum is located in USDA hardiness zone 6 (0 to −10 °F, −18 to −23 °C).

 

Collections (as of September 14, 2007)

 

At present, the living collections include 15,441 individual plants (including nursery holdings) belonging to 10,216 accessions representing 4,099 taxa; with particular emphasis on the ligneous species of North America and eastern Asia. Historic collections include the plant introductions from eastern Asia made by Charles Sprague Sargent, Ernest Henry Wilson, William Purdom, Joseph Hers, and Joseph Rock. Recent introductions from Asia have resulted from the 1977 Arnold Arboretum Expedition to Japan and Korea, the 1980 Sino-American Botanical Expedition to western Hubei Province, and more recent expeditions to China and Taiwan.

 

Comprehensive collections are maintained and augmented for most genera, and genera that have received particular emphasis include: Acer, Fagus, Carya, Forsythia, Taxodium, Pinus, Metasequoia, Lonicera, Magnolia, Malus, Quercus, Rhododendron, Syringa, Paulownia, Albizia, Ilex, Gleditsia and Tsuga. Other comprehensive collections include the Bradley Collection of Rosaceous Plants, the collection of conifers and dwarf conifers, and the Larz Anderson Bonsai Collection. Approximately 500 accessions are processed annually.

 

Collections policy

 

The mission of the Arnold Arboretum is to increase our knowledge of the evolution and biology of woody plants. Historically, this research has investigated the global distribution and evolutionary history of trees, shrubs and vines, with particular emphasis on the disjunct species of East Asia and North America. Today this work continues through molecular studies of the evolution and biogeography of the floras of temperate Asia, North America and Europe.

 

Research activities include molecular studies of gene evolution, investigations of plant-water relations, and the monitoring of plant phenology, vegetation succession, nutrient cycling and other factors that inform studies of environmental change. Applied work in horticulture uses the collections for studies in plant propagation, plant introduction, and environmental management. This diversity of scientific investigation is founded in a continuing commitment to acquire, grow, and document the recognized species and infraspecific taxa of ligneous plants of the Northern Hemisphere that are able to withstand the climate of the Arboretum’s 265-acre (1.07 km2) Jamaica Plain/Roslindale site.

 

As a primary resource for research in plant biology, the Arboretum’s living collections are actively developed, curated, and managed to support scientific investigation and study. To this end, acquisition policies place priority on obtaining plants that are genetically representative of documented wild populations. For each taxon, the Arnold Arboretum aspires to grow multiple accessions of known wild provenance in order to represent significant variation that may occur across the geographic range of the species. Accessions of garden or cultivated provenance are also acquired as governed by the collections policies herein.

 

For all specimens, full documentation of both provenance and history within the collection is a critical priority. Curatorial procedures provide for complete and accurate records for each accession, and document original provenance, locations in the collections, and changes in botanical identity. Herbarium specimens, DNA materials, and digital images are gathered for the collection and maintained in Arboretum data systems and the herbarium at the Roslindale site.

 

Research

 

Research on plant pathology and integrated pest management for maintenance of the living collections is constantly ongoing. Herbarium-based research focuses on the systematics and biodiversity of both temperate and tropical Asian forests, as well as the ecology and potential for sustainable use of their resources. The Arboretum's education programs offer school groups and the general public a wide range of lectures, courses, and walks focusing on the ecology and cultivation of plants. Its quarterly magazine, Arnoldia, provides in-depth information on horticulture, botany, and garden history. Current Research Initiatives

 

Plant Records

 

Plant records are maintained on a computerized database, BG-BASE 6.8 (BG-Base Inc.), which was initiated in 1985 at the request of the Arnold Arboretum and the Threatened Plants Unit (TPU) of the World Conservation Monitoring Centre (WCMC). A computerized mapping program (based on AutoCAD (Autodesk)) is linked to BG-BASE, and each accession is recorded on a series of maps at a scale of 1-inch (25 mm) to 20 feet (1:240) or 1-inch (25 mm) to 10 feet (1:120). A computer-driven embosser generates records labels. All accessioned plants in the collections are labeled with accession number, botanical name, and cultivar name (when appropriate), source information, common name, and map location. Trunk and/or display labels are also hung on many accessions and include botanical and common names and nativity. Stake labels are used to identify plants located in the Leventritt Garden and Chinese Path.

 

Grounds Maintenance

 

The grounds staff consists of the superintendent and assistant superintendent, three arborists, and ten horticultural technologists. A service garage is adjacent to the Hunnewell Building, where offices and locker rooms are located. During the summer months ten horticultural interns supplement the grounds staff. A wide array of vehicles and modern equipment, including an aerial lift truck and a John Deere backhoe and front loader, are used in grounds maintenance. Permanent grounds staff, excluding the superintendents, are members of AFL/CIO Local 615, Service Employees International Union (SEIU).

 

Nursery and Greenhouse Facilities

 

The Dana Greenhouses, located at 1050 Centre Street (with a mailing address of 125 Arborway), were completed in 1962. They comprise four service greenhouses totaling 3,744 square feet (348 m²), the headhouse with offices, cold rooms, storage areas, and a classroom. Staffing at the greenhouse includes the manager of greenhouses and nurseries, the plant propagator, two assistants, and, during the summer months, two horticultural interns. Adjacent to the greenhouse is a shade house of 3,150 square feet (293 m²), a 12,600 cubic foot (357 m³) cold storage facility, and three irrigated, inground nurseries totaling approximately one and one-half acres (6,000 m²). Also located in the greenhouse complex is the bonsai pavilion, where the Larz Anderson Bonsai Collection is displayed from the middle of April to the end of October. During the winter months the bonsai are held in the cold storage unit at temperatures slightly above freezing.

 

Isabella Welles Hunnewell Internship Program

 

The living collections department of the Arnold Arboretum offers a paid summer internship program [2] that combines hands-on training in horticulture with educational courses. Intern trainees will be accepted for 12- to 24-week appointments. Ten interns will work with the grounds maintenance department and two in the Dana Greenhouses.

 

As part of the training program, interns participate in mandatory instructional sessions and field trips in order to develop a broader sense of the Arboretum’s horticultural practices as well as those of other institutions. Sessions and field trips are led by Arnold staff members and embrace an open question and answer format encouraging all to participate. Interns often bring experience and knowledge that everyone, including staff, benefits from. It is a competitive-free learning environment.

 

Horticultural Apprenticeship

 

The Arboretum created the horticultural apprenticeship program in 1997 to provide hands-on experience in all aspects of the development, curation, and maintenance of the Arboretum's living collections to individuals interested in pursuing a career in an arboretum or botanical garden.

 

The Living Collections department of the Arnold Arboretum offers a summer internship program[4] that combines practical hands-on training in horticulture with educational courses. Fourteen Interns/Horticultural Trainees are accepted for twelve to twenty-four week appointments. Interns receive the majority of their training in one of three departments: Grounds Maintenance, Nursery and Greenhouse, or Plant Records.

 

Lilac Sunday

 

The second Sunday in May every year is "Lilac Sunday". This is the only day of the year that picnicing is allowed. In 2008, on the 100th anniversary of Lilac Sunday, the Arboretum website touted:

 

Of the thousands of flowering plants in the Arboretum, only one, the lilac, is singled out each year for a daylong celebration. On Lilac Sunday, garden enthusiasts from all over New England gather at the Arboretum to picnic, watch Morris dancing, and tour the lilac collection. On the day of the event, which takes place rain or shine, the Arboretum is open as usual from dawn to dusk.[5]

 

Associated Collections

 

The Arboretum's herbarium in Jamaica Plain holds specimens of cultivated plants that relate to the living collections (ca. 160,000). The Jamaica Plain herbarium, horticultural library, archives, and photographs are maintained in the Hunnewell building at 125 Arborway; however, the main portions of the herbarium and library collections are housed in Cambridge on the campus of Harvard University, at 22 Divinity Avenue.

 

Publications

 

The inventory of living collections is updated periodically and made available to sister botanical gardens and arboreta on request; it is also available on the Arboretum’s website (searchable inventory). Arnoldia, the quarterly magazine of the Arnold Arboretum, frequently publishes articles relating to the living collections. A Reunion of Trees[6] by Stephen A. Spongberg (curator emeritus) recounts the history of the introduction of many of the exotic species included in the Arobretum’s collections. New England Natives[7] written by horticultural research archivist Sheila Connor describes many of the trees and shrubs of the New England flora and the ways New Englanders have used them since prehistoric times. Science in the Pleasure Ground[8] by Ida Hay (former curatorial associate) constitutes an institutional biography of the Arboretum.

 

Institutional Collaborations

 

The Arboretum maintains an institutional membership in the American Public Garden Association (APGA) and the International Association of Botanical Gardens and Arboreta. Additionally, members of the staff are associated with many national and international botanical and horticultural organizations. The Arboretum is also a cooperating institution with the Center for Plant Conservation (CPC), and as an active member of the North American Plant Collections Consortium (NAPCC), it is committed to broadening and maintaining its holdings of: Acer, Carya, Fagus, Stewartia, Syringa, and Tsuga for the purposes of plant conservation, evaluation, and research. The Arboretum is also a member of the North American China Plant Exploration Consortium (NACPEC).

 

See also

 

Larz Anderson Bonsai Collection, donated by businessman and ambassador Larz Anderson

The Case Estates of the Arnold Arboretum

List of botanical gardens in the United States

North American Plant Collections Consortium

Adams-Nervine_Asylum

 

External links

 

Arnold Arboretum Official Website

Arnold Arboretum Visitor Information

Harvard University Herbaria

American Public Gardens Association (APGA)

Flora of China

Virtual Information Access (VIA) Catalog of visual resources at Harvard University.

Garden and Forest A Journal of Horticulture, Landscape Art, and Forestry (1888–1897)

Boston's Arnold Arboretum: A Place for Study and Recreation, a National Park Service Teaching with Historic Places (TwHP) lesson plan

The Emerald Necklace: Boston's Green Connection, a National Park Service Teaching with Historic Places (TwHP) lesson plan

When Reggie Jackson wanted a Gasser-era 1941 Willys, he went to his old friend Roy Brizio to cook up some retro magic recalling the days when names like Stone, Woods and Cook, Big John Mazmanian K.S. Pittman and Ohio George Montgomery ruled the quarter mile. Based on a 2 by 4 inch box frame, this superb creation has been updated with a coil-over suspension in place of the traditional leaf units. The drive train comprises a 6-71 supercharged 426 Hemi with a computerized four port Hilborn injector for maximum driveability; a Chevrolet Turbo 400 automatic cranks power back to a Ford 9-inch rear. Tradition also dictated the use of a straight front axle and original magnesium Halibrands, backed in this case by modern Wilwood 4-wheel disc brakes. The steel body is fitted with fiberglas rear fenders and a one piece Outlaw Performance front end, and the interior sports the perfect combination of lightweight padded buckets, a Moon gas pedal and full chrome roll cage. Cloaked in stunning Candy Red, this perfectly rendered old school Willys looks set to blast back in time down the old Fremont drag strip.

A wrecking yard (Australian, New Zealand, and Canadian English), scrapyard (Irish and British English) or junkyard (American English) is the location of a business in dismantling where wrecked or decommissioned vehicles are brought, their usable parts are sold for use in operating vehicles, while the unusable metal parts, known as scrap metal parts, are sold to metal-recycling companies.

 

Other terms include wreck yard, wrecker's yard, salvage yard, breakers yard, dismantler and scrapheap. In the United Kingdom, car salvage yards are known as car breakers, while motorcycle salvage yards are known as bike breakers. In Australia, they are often referred to as 'Wreckers'.

 

The most common type of wreck yards are automobile wreck yards, but junkyards for motorcycles, bicycles, small airplanes and boats exist too.

 

Many salvage yards operate on a local level—when an automobile is severely damaged, has malfunctioned beyond repair, or not worth the repair, the owner may sell it to a junkyard; in some cases—as when the car has become disabled in a place where derelict cars are not allowed to be left—the car owner will pay the wrecker to haul the car away.

 

Salvage yards also buy most of the wrecked, derelict and abandoned vehicles that are sold at auction from police impound storage lots,and often buy vehicles from insurance tow yards as well.

 

The salvage yard will usually tow the vehicle from the location of its purchase to the yard, but occasionally vehicles are driven in. At the salvage yard the automobiles are typically arranged in rows, often stacked on top of one another.

 

Some yards keep inventories in their offices, as to the usable parts in each car, as well as the car's location in the yard. Many yards have computerized inventory systems. About 75% of any given vehicle can be recycled and used for other goods.

 

In recent years it is becoming increasingly common to use satellite part finder services to contact multiple salvage yards from a single source.

 

In the 20th century these were call centres that charged a premium rate for calls and compiled a facsimile that was sent to various salvage yards so they could respond directly if the part was in stock. Many of these are now Web-based with requests for parts being e-mailed instantly.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

  

Some Background:

On 23 January 1992, the Lithuanian Minister of Defense signed an order establishing the staff for the Aviation Base of the Aviation Service. But an actual base in the Šiauliai airport territory (Barysiai airfield) was not established until March, when according to the ordinance of the Government of Lithuanian Republic, all the infrastructure, buildings, territory and 24 An-2 aircraft were passed from ”Lithuanian Airlines" to the Aviation Service of the Ministry of Defense in January 1992.

 

On 12 June 1992, the first time after regaining the independence of Lithuania, An-2 aircraft, marked with the double cross of Vytis on its wings – the distinguishing sign of Lithuanian Air Force – took off from Barysiai airfield. This date is considered to be the Aviation Base foundation date. In February 1993 four L-39C Albatros aircraft were brought from Kyrgyzstan.

 

After 1 March 1993 Aviation Service was reformed to the Lithuanian Air Force and Aviation Base was renamed the First Aviation Base of the Lithuanian Air Force. In January 1994 Lithuania officially applied for NATO membership, and the country also looked out for a relatively cheap multi-purpose fighter that would fulfill both air space defence and attack tasks, the latter primarily against potential targets at sea (e. g. fast hoovercraft landing ships operated by the Russian Baltic Fleet).

 

After evaluating several options, the Lithuanian Air Force settled for a surprising aircraft: the venerable MiG-21! After the demise of the Soviet Union, several international companies started to offer conversion and upgrade programs for the widely used tactical fighter, about 5.000 specimen had been built to date. One of the first companies to enter the market was Israel Aircraft Industries: IAI's Lahav Division of (IAI) had developed the so-called MiG-21 2000 upgraded fighter and ground attack version, based on the MiG-21bis and the export MiG-21MF fighter aircraft.

 

The MiG-21 2000 upgrade provided modifications to the cockpit configuration, avionics architecture and weapons systems, enabling the MiG-21 2000 to compete with Western developed fighters like the F-16 and to make the transition to Western standards. The aircraft's original systems and components were retained wherever mission effectiveness was not compromised.

IAI Lahav augmented the original weapons system by introducing an EL/M-2032 radar, developed by IAI Elta Electronic Industries, based in Ashdod. The radar, which uses a low sidelobe planar array antenna and pulse Doppler beam sharpening, provides all-altitude, all-aspect look-up / look-down and shoot-down capability, as well as beyond-visual-range capability. In order to make the radar compatible with Western ordnance, a new armament interface and control unit were added, too, which enabled computerized control and release of weapons, including third and fourth-generation air-to-air missiles and precision-guided munitions of Western and Eastern provenance.

 

This system also gave the pilot the ability to use blind attack as well as continuously computed impact point (CCIP) and dive-toss bombing techniques. CCIP bombing involves the deployment of air-to-ground weapons, using the HUD to indicate the impact point for release of the weapons. Dive-toss bombing involves the release of air-to-ground weapons at the end of a steep dive manoeuver towards the target.

 

The MiG-21 2000 cockpit featured a new pilot-friendly layout that overcame the shortcomings of the original cockpit layout, which was crowded and lacked most of the desired man-machine interface characteristics. It incorporated a head-up display (HUD), eye-level multifunction color displays, hands on throttle and stick control (HOTAS), solid-state charge coupled device (CCD) camera, videotape recorder, and a one-piece windshield.

 

The MiG-21 2000 could be equipped with a display and sight helmet (DASH) system, supplied by Elbit of Haifa, which enabled the pilot to aim the weapons simply by looking at the target. The system worked by measuring the pilot's line of sight relative to the aircraft, and transferred the information to the aircraft's sensors, avionics and weapon systems. The helmet displayed vital information, such as the missile line of sight, missile status, flight information and warning data, on the visor. The DASH helmet allowed the pilot to fly head-up and off-boresight and assisted the pilot to detect, identify and shoot earlier.

 

IAI Lahav's upgrade package could be tailored to meet the customer's specific operational and budgetary requirements - the Lithuanian package included the radar, cockpit and also the DASH update and was rumored to cost around 4 Mio. USD per aircraft, and Lithuania was, together with Romania (where 110 MiG-21 were to be updated), lead customer.

 

As conversion basis, Lithuania purchased fifteen MiG-21 airframes for an unknown sum from the Ukraine, which had inherited a considerable MiG-21 fleet after the demise of the Soviet Union but did not (want to) operate it. The deal included thirteen airworthy MiG-21bis fighters and two MiG-21U trainers with few flying hours on the clocks, and - stripped off any military equipment - the small fleet was gradually transferred as disassembled kits via air ferry in Antonov Airlines An-124 transporters to Aerostar in Romania for conversion, starting in early 1996.

 

The first batch of Lithuanian MiG-21 2000, three fighters and one trainer, arrived in mid-1997 from Bacau on their own power and with civil Ukrainian registrations, and the Lithuanian Air Force’s fighter squadron, the Naikintuvu Eskadra, became ready for service in February 1998.

The rest of the country’s small MiG-21 fleet was delivered in the course of the same year, and these aircraft were semi-officially christened "Globėjas" (Guardian). Since the late Nineties, the Globėjas fighters provide the backbone of Lithuania's air defenses, with aircraft holding Quick Reaction Alert. QRA missions – so-called Alpha Scrambles – have constantly been on the rise thanks to the Russia’s increased aggression towards NATO. The MiG’s have regularly launched to intercept and shadow Russian Air Force Il-20 intelligence gathering aircraft over the Baltic Sea, as well as Tu-16 and Tu-95 patrols and even some Sukhoi Su-27s.

 

Lithuanian pilots use “hit and run” style tactics to deal with air threats, due to the limited range and endurance of their mounts - but this is of little concern due to the country's relatively small size and the defensive nature of the machines' tasks. While the Globėjas lack a beyond-visual range missile, although they could carry one, they have the ability to carry a range of different short-range air-to-air missiles like the Israeli Python III, which Lithuania procured from Rafael in Haifa as primary air-to-air missile.

 

After Lithuania joined NATO organization in 2004, its (alongside Latvia's and Estonia's) air space has been protected by NATO. NATO members provide usually 4 fighter aircraft, based in Lithuania, to police the Baltic States’ airspace, where they support the Lithuanian MiG-21 fleet. The duties rotate between NATO members (which started in March 2004 with Belgium Air Force F-16s) and most NATO members that operate fighters have made temporary deployments to Lithuania.

 

The Lithuanian Globėjas were also in regular demand as a simulated threat, and have gone up against US F-16s, F-15s, F/A-18s and A-10s, as well as the many different European fighter types that frequently rotate into the small country, including the Eurofighter, German F-4F Phantom IIs or French Mirage 2000.

 

Anyway, the Globėjas' airframes sooner or later reached their flying hour limits, and will be phased out towards 2020. As a replacement Lithuania will begin taking delivery of its first batch of ex-Portuguese F-16s in 2016, while the Baltic States are considering in the near future to protect their airspace on their own.

  

General characteristics:

Crew: 1

Length: 14.5 [126] m (47 ft 7 in)

Wingspan: 7.154 m (23 ft 6 in)

Height: 4 m (13 ft 6 in)

Wing area: 23.0 m² (247.3 ft²)

Empty weight: 5,846 kg (12,880 lb)

Gross weight: 8,825 kg (19,425 lb)

 

Powerplant:

1× Tumansky R25-300, rated at 40.21 kN (9,040 lbf) thrust dry

and 69.62 kN (15,650 lbf) with afterburner

 

Performance:

Maximum speed: 2,175 km/h (1,351.48 mph)

Maximum speed: Mach 2.0

Landing speed: 350 km/h (190 kts)

Range: (internal fuel) 1,210 km (751 miles)

Service ceiling: 17,800 m (58,400 ft)

Rate of climb: 225 m/s (44,280 ft/min)

 

Armament:

1x internal 23 mm GSh-23 cannon

5x hardpoints for a wide range of guided and unguided ordnance of up to 3.310 lb (1.500 kg).

 

In QRA configuration the Lithuanian MiG-21 typically carry two or four Rafal Python III short

range air-to-air missiles and an 800l drop tank on the centerline pylon.

Against ground targets, unguided bombs of up to 1.100 lb (500kg) caliber or unguided rockets

can be carried; alternatively, a Rafael LITENING laser designation pod and three

Griffin Mk. 82 LGBs or a single Mk. 84 LGB can be carried, or optically guided weapons like up

to four AGM-65 Maverick or a single GBU-8.

  

The kit and its assembly:

This kit is the entry for the 2016 "One Week Group Build" at whatifmodelers.com, which ran from 29th of April until 8th May (so, actually nine days...). I had this project earmarked for the recent "Cold War" GB, but it fell outside of the build's time horizon. But despite the dubious kit as basis, I tackled the build since I had anything else already at hand.

 

The basis is the MiG-21-93 demonstrator kit from Ukrainian manufacturer Condor, one of the many reincarnations of the venerable KP MiG-21bis, but with some updates. You get, for instance, engraved, very fine panel lines, some typical details were added like the wraparound windscreen (wrong shape, though) and the radar warning fairing on the fin as well as an extra sprue with modern Russian ordnance – apparently from some other kit!

On the downside, there's overall mediocre fit due to the molds' age, some dubious details (anything appears softened or blurred…) or the simple lack thereof (e. g. there’s no ventral gun fairing at all). But there’s nothing that could not be mended, and after all this is just a whiffy version.

 

Since there was only one week time to build the thing and make beauty pics, the whole project remained close to OOB status, even though a lot of detail changes or additions were made in order to convert the Russian MiG-21-93 into an earlier but similar Israeli MiG-21 2000 derivative.

 

These mods include:

- A Martin Baker ejection seat, with wire trigger handles

- HUD made from clear styrene

- Lowered flaps

- An added jet pipe/interior for the otherwise bleak exhaust (parts from a Kangnam Yak-38)

- Hydraulic pipes on the landing gear, made from very thin wire

- Some more/different blade antennae

- Measuring vanes on the pitot boom

- Different GSh-23 gun fairing, from an Academy MiG-23

- Thinner blast deflector plates under the anti-surge doors

- A pair of Python III AAMs, plus respective launch rails

- Different centerline drop tank, from an F-5E

- Scratched chaff/flare dispensers under the rear fuselage (as carried by the MiG-21 2000 demonstrator)

 

Building the model went straightforward, but it took some putty work to fill some seams, dents and holes all around the kit. Biggest issue was a hole in front of the cockpit screen, where simply not enough styrene had been injected into the mould!

  

Painting and markings:

The Lithuanian Air Force as operator for this build was chosen because it would not only fit into the real world timeline (even though I doubt that there would have been any budget for this aircraft at that time, even if MiG-21s had not been upgraded at all...) and because the potential livery would be very simple: contemporary L-39 trainers, C-27L Spartan as well as some L-410 and Mi-8 transporters carry a uniform, dull grey livery. Why not apply it on an air superiority fighter, too?

 

Finding an appropriate tone was not easy, though. Some sources claim the grey tone to be FS 36306, others refer to FS 36270 or "close to Blue/Grey FS35237", but IMHO none of the cited Federal Standard tones works well. Real world Lithuanian aircraft appear pretty dark and dull, and the color also features a greenish, slate grey hue - it's a unique color indeed.

 

After some trials (and also wishing to avoid mixing) I settled for Humbrol 111 (German Field Grey, a.k.a. Uniform Grey) as basic tone. It's a rather dark choice, but I wanted some good contrast to the national markings. A full wraparound livery appeared a little too dark and boring, so I added light blue wing undersurfaces (Humbrol 115). The kit received a light black in wash and some panel shading, primarily in order to add some life to the otherwise uniform surface.

 

Details were painted according to real world MiG-21 pics: the cockpit became classic teal with light grey instrument panels, plus OOB decals for the dashboard and side consoles. The landing gear struts were painted in a light, metallic grey (Humbrol 127 + 56) while the wells were painted in an odd primer color, a mix of Aluminum, Sand and Olive Drab. Parts of the covers were painted with Humbrol 144 (Blue Grey), seen on a modernized real world MiG-21. The wheel discs became bright green.

 

IAI's MiG-21 2000 demonstrator from 1993 had a black radome (as well as later Romanian LanceR Cs), so I adapted this detail for my build. Other typical di-electric fairings on a MiG-21's hull were painted in slightly darker camouflage colors, while the fin's leading edge became dark grey.

The blast deflector plates received yellow and black warning stripes, and some potentially dangerous parts for the ground crews like the pointed anti-flutter booms were painted red. The Python IIIs were simply painted all-white, mounted on grey launch rails - a harsh contrast to the dull rest of the aircraft.

 

Main markings come from a Blue Rider Publishing aftermarket sheet for modern Lithuanian aircraft. This set also includes the small Air Force crests, which I put on the nose, as well as the typical, blue tactical codes.

The stencils come from the scrap box, the small Lithuanian flag stripes on the tail rudder were created from single decal stripes, a personal addition inspired by Lithuanian C-27J transporters. They add some more color to the otherwise murky Baltic MiG fighter.

The silver ring around the air intake as well as the stripes at the flaps and the rudder were created with simple decal stripes instead of paint.

 

Finally, after I added some graphite soot around the jet exhaust and some panle lines with a pencil (e .g. the blow-in doors and airbrake outlines), the kit was sealed with hardly thinned Revell matt acrylic varnish, trying to create a really dull finish.

  

A tough build, despite being mostly OOB, but the details took their toll. This Baltic MiG does not look flashy, but, with IAI's real world MiG-21 2000 as well as the LanceR conversion for Romania in the Nineties, this one is pretty plausible. And with the simple paint scheme, the MiG-21 looks even pretty chic!

Times Square NYC New Years Eve Midnight Ball Drop - New Years Day Celebration New York City USA 2021 - 2022

 

#TimesSquareNYC #NewYearsRockinEve #RockinEve #Hello2022 #NYC

  

The Times Square Ball is a time ball located atop the One Times Square building in New York City, primarily utilized as part of New Year's Eve celebrations held in Times Square. Yearly at 11:59 p.m. EST on December 31, the ball is lowered 77 feet (23 m) down a specially designed flagpole, resting on the midnight to signal the start of the new year. The first ball drop in Times Square took place on December 31, 1907, and has been held annually since (except in 1942 and 1943 in observance of wartime blackouts). The ball's design has also been updated over the years to reflect new advances in technologies—its original design utilized 100 incandescent light bulbs, iron, and wood in its construction, while its current incarnation features a computerized LED lighting system and an outer surface consisting of triangle-shaped crystal panels. As of 2009, the ball is also displayed atop One Times Square year-round and is removed only for general maintenance.

 

The Ball is covered with a total of 2,688 Waterford Crystal triangles

 

Gift of Wisdom; Revealed as the 2022 Waterford Crystal Times Square New Year's Eve Ball theme

 

The Times Square ball drop is one of the best-known New Year's celebrations internationally, attended by at least one million spectators yearly, with an estimated global audience of at least 1 billion. The prevalence of the Times Square ball drop has also inspired other similar ball drops held locally in other cities and towns around the world.

 

Dick Clark's New Year's Rockin' Eve with Ryan Seacrest

Performers 2021 - 2022

Starting at 6:00pm

Jonathan Bennett

Sino-American Friendship Association (“SAFA”)

ABC’s Planet Fitness Dance Performance with Liza Koshy

USO Show Troupe

Jeremy Hassell

KT Tunstall performs her hit songs Black Horse and The Cherry Tree

Ja Rule and Ashanti

ABC’s “Dick Clark’s New Year’s Rockin’ Eve”: Performance by Journey

KT Tunstall performs John Lennon’s Imagine

Karol G ( Carolina Giraldo Navarro Medellín Colombia )

DON OMAR WITH NIO GARCIA - Los Angeles

DADDY YANKEE - Puerto Rico

  

At the base of the One Times Square Building is a Walgreens store with a monitor stating Happy New Year 2022 Walgreens facing the MTA Subway exit -

Walgreens Boots Alliance Inc is listed on the NASDAQ as WBA - The NASDAQ is also located in Times Square NYC.

 

The closest Metropolitan Transportation Authority MTA Subway is Times Square – 42nd Street New York City Subway station - N R Q S 1 2 3 7 trains and A C E trains at 8th Avenue

 

The Chinese Lunar calendar follows a 12 year cycle and each of the 12 years is represented by 12 Animals which form the Chinese Zodiac. The 12 animals, are: Rat, Cow, Tiger, Rabbit, Dragon, Snake, Horse, Sheep, Monkey, Chicken, Dog, and the Pig.

2019 Pig

2020 Rat

2021 Ox

2022 Tiger

2023 Rabbit

2024 Dragon

2025 Snake

2026 Horse

2027 Sheep

2028 Monkey

2029 Rooster

2030 Dog

  

Hashtag metadata:

#HappyNewYear #HappyNewYears #FelizAñoNuevo #FelizAnoNuevo #Feliz #AñoNuevo #AnoNuevo #TimesSquare #TimesSquareNYE #TimesSquareNY #TimesSquareNewYorkCity #TimesSquareNewYork #TSNYC #TSNYE #NY #NewYork #NewYorkCity #NewYearsEve #NYE #US #USA #Happy #NewYear #NewYears #December #Party #Celebration #Holiday #DickClark #RyanSeacrest #DickClarksNewYearsRockinEve #ABCTV #FortySecondStreet #2021 #2022

 

Photo

Apple iPhone 13 Pro Max smartphone photo

 

Photos

Times Square, New York City, USA The United States of America, North America

12/31/2021 - 01/01/2022

UBC Cinnamon buns: at last, the secret is out (From the Vancouver Sun)

 

Rolls:

3 cups (750ml) milk

6 tablespoons (90ml) margarine

6 tablespoons (90ml) sugar

1 tablespoon (15ml) salt

1 teaspoon (5ml) sugar

½ cup (125ml) warm water

2 envelopes active dry yeast

2 large eggs

9 cups (2250ml) all-purpose flour, about

 

Filling:

¾ cup (175 ml) melted margarine, divided

1 ¼ cups (300mL) sugar

2 tablespoons (30ml) cinnamon

 

For rolls, scald milk. Stir in margarine, the six tablespoons sugar and salt. Cool to lukewarm.

Dissolve the one teaspoon sugar in warm water. Sprinkle yeast over water mixture. Let stand in warm place for 10 minutes. Stir.

In large mixing bowl, combine lukewarm milk mixture and eggs. Stir in dissolved yeast Add four to five cups of the flour and beat well for 10 minutes. With wooden spoon gradually add enough of the remaining flour to make a soft dough. Turn out on to lightly floured surface and knead until smooth and elastic, adding additional flour as needed. (This is a soft dough). Place in well greased bowl and roll dough over to grease the top. Cover with a damp cloth and let rise in warm place until double in size, about one hour.

 

Punch dough down and turn out on lightly floured surface. Divide dough in half.

To fill, roll out each piece of dough into 9x18 inch rectangle. Brush each rectangle generously with melted margarine. Combine the 1 ¼ cups sugar and cinnamon. Sprinkle an equal portion on each rectangle. Roll dough up like a jelly roll, starting from the long side. Cut into 2 inch slices. Place remaining melted margarine in bottom of 16 ½ x 11 ½ x 2 ½ inch. Arrange slices in pan and cover loosely with greased wax paper. Let rise in pan until doubled in size, about 45 to 60 minutes.

 

Bake at 350F for 35 to 45 minuets. Remove from oven and immediately invert onto severing tray. Makes 18 large cinnamon buns.

  

NOW FROM THE UBC ALUMNI SITE

www.alumni.ubc.ca/about/faq.php downloaded 2009-11-22

 

How do you make the UBC cinnamon buns?

UBC students have been hoovering up these sticky treats for more than 50 years. Introduced in 1954 by a Hungarian baker named Grace Hasz, the bake shop produces 100 dozen buns daily. In recent years, Food Services has produced a miniature version of the cinnamon bun, responding to our modern belief that rich, delicious foods are bad for us. The traditional recipe calls for margarine rather than butter. But why? Probably because the original recipe was concocted post WWII when butter was hard to come by.

   

Dough

3 cups (750 mL) 2% milk

6 tablespoons (90 mL) butter

6 tablespoons (90 mL) granulated sugar

1 tablespoon (15 mL) salt

1 teaspoon (5 mL) sugar

1/2 cup (125 mL) warm water

2 (8 g) packages active dry yeast

2 large eggs

9 cups (2.25 L) all-purpose flour, about

 

Filling

11/4 cups (300 mL) sugar

2 tablespoons (30 mL) ground cinnamon

3/4 cup (175 mL) melted butter, divided

 

Dough: Scald milk. Stir in butter, 6 tablespoons (90 mL) sugar and salt. Cool to lukewarm. Dissolve the 1 teaspoon (5 mL) sugar in lukewarm water. Sprinkle yeast over water mixture. Let stand in warm place for 10 minutes; stir. In large bowl, combine lukewarm milk mixture and eggs. Stir in dissolved yeast. Add 4 to 5 cups (1 to 1.25 L) flour and beat well for 10 minutes. With wooden spoon, gradually add enough of the remaining flour to make a soft dough. Turn dough out on to lightly floured surface and knead until smooth and elastic, adding additional flour as needed. (This is a soft dough.) Place in well greased bowl and roll dough over to grease the top. Cover with a damp cloth and let rise in warm place for 1 hour or until double in size.

 

Meanwhile prepare filling: In small bowl, combine sugar and cinnamon; set aside.

 

Punch down dough and turn out on to lightly floured surface. Divide dough in half. Roll out each piece of dough into 18x9-inch (46x23 cm) rectangle. Brush each rectangle generously with melted butter. Place remaining melted butter in bottom of 161/2 x111/2 x21/2-inch (42x29x6 cm) pan. Sprinkle an equal portion of sugar-cinnamon mixture evenly over each rectangle. Roll each dough rectangle up tightly like a jelly roll, starting from the long side; pinch seam to seal. With sharp knife, cut into 2-inch (5 cm) slices. Arrange slices, cut-side down, in prepared pan and cover loosely with greased wax paper. Let rise in warm place for 45 to 60 minutes or until doubled in size.

 

Bake at 350 F (180 C) for 35 to 45 minutes or until baked. Remove from oven and immediately invert on to serving tray.

 

Makes 18 large cinnamon buns.

 

Approximate nutritional analysis for each serving: 433 cal, 9 g pro, 14 g fat, 69 g carb.

 

The info below is from .... www.100.ubc.ca/celebratingpeople/staff/cunningham.html

 

When I originally asked who was the master of the famous UBC cinnamon bun, both Andrew Parr,

head of UBC Food Services, and Executive Chef Piyush Sahay said without hesitation, "Peter Cunningham."

Peter has worked at Totem Park Dining Hall since 1974. For 20 years he's worked the midnight shift as the pastry chef. It made me wonder how many cinnamon buns one person could bake over that time period. I don't need to wonder anymore because as soon as I arrived Peter said that he and Piyush had calculated that he had baked over seven million buns. That's impressive. So I asked him the greatest number of buns he's baked in a single night. 150 dozen which my calculator tells me is 1,800 buns. I have finally met the person who can open the vault on making great cinnamon buns.

  

I had originally intended to capture my interview with Peter on video. But my digital ineptitude, combined with Peter’s put an end to that idea. In truth I wish I had, because words don't adequately capture his animation when he described how the dough is just right,when the texture isn't too firm or too soft, how you have to add a little of this and a little of that so that it's just so, that only experience can tell you when it's perfect and how hard it is to remove all the dough that ends up all over you after a night of heavy baking.

 

I asked him if anyone could make a great bun. "Anyone can make a bun," he said, "but it takes experience to make a great bun." Both Peter and Piyush agreed that the seasoned cinnamon bun connoisseur knows when there is the slightest change in the recipe or technique, and they definitely hear about it.

 

When I asked Peter what had changed over the years, he said volume. Health concerns have decreased demand and also prompted the removal of trans fats from the recipe. Other than that, the recipe is exactly the same as the one created by Grace Hasz in 1954.

 

A beautiful sleek oven with cinnamon twists baking inside is the new energy efficient computerized combi-oven that recently replaced the six-rack rotary oven that "took up the space of a small room," Piyush said.

 

The only other concession to time is that the mini cinnamon buns are affectionately referred to as ”nanos.” Although not available daily, they can be ordered through Catering, Central Kitchen or the retail outlets.

 

Now that's a beautiful marriage between tradition and modernity.

  

cakeonthebrain.blogspot.com/2008/04/cinnamon-bun-styles-t...

   

I have a 15 year old Black and Decker bread machine stashed away in my cupboard.

 

You didn't know Black and Decker made bread machines, didja? (no, I didn't buy it at Home Depot!) I have gotten some good use out of my machine and it's still chugging along no problems...knock-on-wood! Though it's an ugly beast it does the job. It doesn't have a little glass window so you can watch the bread mix, rise and bake. I just lift the lid and take a peek. What I discovered is that it's perfect for making really wet and sticky doughs. I just use the "dough" setting and when it's ready I do the rest by hand. I've made foccaccia, brioche and of course cinnamon buns with this great dough setting.

 

I was flipping through my collection of cinnamon bun recipes and I came across a couple of favourites...

 

In Vancouver, we have an institution that makes the best Cinnamon Buns ever. They're unique and you have to be a starving university student to understand the cult-like following that these buns have. In fact, you have to be on campus to purchase these buns. The University of British Columbia has the best caramelized cinnamon buns out there. There's no stupid raisins sticking out of the dough. There's no nuts and there's no cream cheese frosting. The texture is lighter and they're not as rich as the ones you buy at the mall. But these suckers are HUGE. Each bun is about 3 inches tall and the size of a side plate. The centres are of course the best with all their sticky gooeyness.

 

When I was attending UBC, I'd buy one and it would sustain me the whole day. Not a very balanced diet, but this wasn't what I did every day. I acquired the UBC Cinnamon Bun recipe from the local newspaper, The Vancouver Sun, and made them many times. The last time I made it, as I was pulling the roasting pan out of the oven, (yes, they're so huge you need a roasting pan for them) the pan touched my inner forearm and I had the nastiest burn ever. I haven't really made them since.

 

However, if you're a daredevil and think you could eat the whole batch, I'll include the recipe for UBC Cinnamon buns in this post. It's a traditional recipe, made by hand, and yields enough buns to feed a small country or your kids' soccer team. Just scroll to the bottom.

 

The next best thing to UBC Cinnamon buns are those that you get slathered with cream cheese frosting. There are different chains producing them in the food courts in malls and some bakeries and coffee shops carry them too.

  

I have a quick and easy Bread Machine Cream Cheese Frosting slathered Sin-Amen (hey, I coined an oxymoron!) Bun recipe.

 

The dough is all mixed in your Bread Machine according to manufacturer's instructions...on just the dough cycle. You take out the dough, roll it out and fill it and then roll it up like a jellyroll. You don't even have to wait for a second rise. You just pop it in the hot oven and by the time you finish creaming together the frosting, the buns are ready!

   

So you can choose your cinnamon bun style today: traditional (i.e. time-consuming), light and caramelized or quick (i.e. bread machine), dense, gooey, creamy and rich

  

SIN-AMEN ROLLS WITH CREAM CHEESE FROSTING

(BREAD MACHINE METHOD)

 

DOUGH:

1 T (1 pkg) dry yeast

1/2 cup granulated sugar

1 t salt

4 cups all purpose flour

1 cup milk

2 large eggs

1/3 cup unsalted butter, cut up into 1 cm cubes

      

FILLING:

1 cup packed golden sugar

2 1/2 T cinnamon

1/3 cup unsalted butter, melted

ICING:

8 T unsalted butter, softened

1/2 cups powdered sugar

1/4 cup cream cheese, at room temperature

1/2 t vanilla

1/8 t salt

 

PREHEAT the oven to 400 degreesF

 

DOUGH: following the manufacturer's instructions, dump all the dough ingredients into the bread machine in the correct order. Press the dough setting.

 

While the dough is being processed in the machine, prepare the Filling and the Icing.

 

FILLING: mix the golden brown sugar and cinnamon well.

 

When the dough cycle is complete, roll out the dough to approximately 21 inches by 16 inches. [cakebrain's secret tip: I do all of my rolling on a plastic wrap-lined counter. I sandwich the dough between two layers of plastic wrap and roll with a rolling pin until I get my desired measurements. Yes, it's unorthodox, but I don't make a mess, it isn't sticky, I don't use additional flour and it's a breeze to clean up! Scoff if you must, you professional pastry chefs, but I'm not wasting time cleaning up afterwards!]

 

Using a pastry brush, brush the melted butter evenly on the rolled out dough. [don't forget to peel off the top layer of plastic wrap before you do this!]

 

Sprinkle the sugar & cinnamon mixture evenly over the dough.

 

Roll it up jelly-roll style, starting at the long edge. [cakebrain tip#2: If you were following my tip about the plastic wrap, you'd be doing this step easily. Just pick up one long edge of the plastic wrap underneath, and use it to lift the dough and roll it. I also gently press on the roll to make sure it's not too loose. When you get to the end, just use the plastic wrap to help you move the roll around. You don't have to actually touch the dough...it's super sticky. Of course, when you're all done, discard the plastic wrap.]

 

Using a serrated bread knife, and a sawing action, cut the dough equally in half. Then cut each half equally in half again. You should have 4 equally long pieces. Cut each of these into 3 equal lengths. You will have a total of 12 cinnamon buns.

 

Place the buns cut side down an equal distance apart in a buttered baking pan

 

Bake for 12-15 minutes or until light golden brown.

 

FROSTING: cream the softened butter and cream cheese until smooth. Mix in confectioners' sugar, vanilla and salt until well combined. Frost the cinnamon buns with the frosting after they've cooled. [I usually frost half of the buns because some people don't like frosting or like to control how much they have. I just keep the rest of the frosting in a bowl for them to serve themselves]

 

these freeze well!

  

*************

  

Now, what some of you UBC alumni may have been looking for high and low. These are the legendary, gargantuan

 

UBC CINNAMON BUNS

 

(as published in the Vancouver Sun)

 

DOUGH

3 cups (750mL) milk (2%M.F.)

6 T (90 mL) butter

6 T (90 mL) granulated sugar

1 T (15 mL) salt

1 t (5 mL) granulated sugar

1/2 cup (125 mL) lukewarm water

2 (8 g) packages traditional active dry yeast

2 large eggs

9 cups (2.25 L) all-purpose flour, about

FILLING

1 1/4 cups (300 mL) granulated sugar

2 T (30 mL) ground cinnamon

3/4 cup (175mL) melted butter, divided

      

For the dough: scald milk. Stir in butter, 6 T sugar and salt. Cool to lukewarm

Dissolve the 1 t sugar in lukewarm water. Sprinkle yeast over water mixture. Let stand in warm place for 10 minutes; stir

In large bowl, combine lukewarm milk mixture and eggs. Stir in dissolved yeast. Add 4 to 5 cups flour and beat well for 10 minutes. With wooden spoon, gradually add enough of the remaining flour to make a soft dough.

Turn dough out on to lightly floured surface and knead until smooth and elastic, adding additional flour as needed. (This is a soft dough). Place in well greased bowl and roll dough over to grease the top. Cover with a damp cloth and let rise in warm place for 1 hour or until double in size.

Meanwhile, prepare filling: In small bowl, combine sugar and cinnamon; set aside

Punch down dough and turn out on to lightly floured surface. Divide the dough in half

Roll out each piece of dough into 18 x 9 inch (46x23cm) rectangle Brush each rectangle generously with melted butter. Place remaining melted butter in bottom of a large 16.5x11.5x2.5inch roasting pan (42x29x6cm)

Sprinkle an equal portion of sugar-cinnamon mixture evenly over each rectangle. Roll each dough rectangle up tightly like a jelly roll, starting from the long side; pinch seam to seal. With sharp knife, cut into 2inch (5cm) slices. Arrange slices, cut-side down, in prepared pan and cover loosely with greased wax paper. Let rise in warm place for 45 to 60 minutes or until double in size.

Bake at 350degreesF (180C) for 35-45 minutes or until baked

Remove from oven and immediately invert on to serving tray.

Makes 18 large cinnamon buns

approx. nutritional analysis for each serving: 433 cal, 9 g pro, 14 g fat, 69 g carb

      

Happened to be at the Fremont Street Experience this night that the techs were changing light bulbs and making service repairs on Viva Vision... the canopy that protects our guests from inclement weather. Watching the techs was fantastic. Learned a lot just by watching. The canopy is computerized and works in the sRGB additive colour space versus the cmyb subtractive colour space. Quite a few other things too.