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How to Lose Belly Fat Fast in Three Weeks
The Basic Steps – Food
Contrary to popular belief, losing belly fat requires that you change your diet and exercise regimen, not just focus on doing a bunch of sit-ups. Even with this knowledge, however, you can lose some belly fat in as little...
Exposición: 11
Aperture: f/9.0
Lente: 100 mm
Velocidad ISO: 100
Yes... they are "Hot Wheels" toy cars.
Deliverying a fresh lizard to the nest.
Nankeen Kestrel, Gudgenby Nature Reserve, Namadgi National Park, A.C.T.
The Manly Fast Ferry - which covers Circular Quay to Manly in 18 minutes from between $5.50 to $9.50 one-way - zips past Sydney's Garden Island.
Despite resistance from those who hoped it could become a (somewhat unlikely) tourist attraction, the hammerhead crane which was unused since 1996 is being removed in the background, freeing up berthing areas for an estimated $7.4 million removal bill. That compared with mothballing it for $21 million, restoring it for $31 million, or retaining it and building a new dock east of Garden Island ($124 million). The project will be completed in November 2014.
Ten days after landing the First Fleet in 1788, Captain Phillip allowed the crew of the Sirius to grow vegetables at Garden Island. The NSW Government gave it over to naval use in 1856, and it is occupied today by Thales Australia and the Australian Navy. There is a RAN Heritage Centre on the island, which can be accessed by tour bus or a ferry to Garden Island wharf, but there is no walking access.
+++ 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 Messerschmitt Me 709 was a derivate of the unsuccessful German World War II Me 309 fighter project and its short-lived Zwilling descendant, the Me 609 which joined two fuselages of the Me 309 fighter prototype together to form a heavy fighter. The Me 609 project was initiated in response to a 1941 Reich Air Ministry requirement for a new Zerstörer (heavy fighter) to replace the Bf 110 in a minimum time and with minimum new parts.
In the Me 609 development phase, Messerschmitt had actually contemplated numerous twin-boom adaptations of its Bf 109 line including the Bf 109Z (which joined two Bf 109s) and the Me 409 (which used two Me 209-II aircraft). When it became clear that the Me 609 would not be cleared for service due to the progress in jet fighter development, the program was shelved - but quickly revived in 1943 when the high hopes in the jet engines were disappointed.
When it became clear that no jet fighter with a true dogfight capability would be in service on short notice, the RLM called for a high speed interceptor against high flying USAF bombers and their long range fighter escorts. The fast De Havilland Mosquito was another threat which was hard to counter with the existing types in service. A top speed of more than 750 km/h was requested, as well as a high rate of climb and a high agility for close combat. The fighter should also be easy to build and use many proven components in order to get it into service as quickly as possible.
Messerschmitt’s resulting Me 709 was basically a redesigned Me 309/609, since it was clear that only a twin-engined aircraft could meet the RLM requirements. Instead of two joined Me 309 fuselages with a new center wing section into which the two inboard wheels of the landing gear would retract, the Me 709 used a pull/push layout, very similar to the Fokker D-XXIII fighter. Main reason for this decision was the attempt to minimize drag and keep overall dimensions as compact as possible, offering only a small target. Easy single engine handling and high roll rate due to the weight masses centered along the longitudinal axis were another benefit of the concept. Additionally, the impressive results of the Dornier Do 335 development had additional influence. From this project, the Me 709's ejection seat (using pressurized air) and a mechanism to blow off the tail propeller fins in a case of emergency were incorporated.
The Me 709 kept the Me 309's tricycle undercarriage, even though the main wheels now retracted inwards into the center wing sections. The slender tail booms contained two separate radiator baths, the gun armament above them and fuel tanks. Additional tanks were located in the inner wing sections, before and aft the landing gear wells, as well as under the cockpit, where the Me 309 originally had its retractable radiator mounted. The tail booms were connected by a single horizontal stabilizer, taken straight from the Me 609. The second engine behind the pressurized cockpit (also taken from the Me 309) caused a considerable CG shift aft, so that the Me 309’s original wing main spar had to be moved backwards by almost 4' – but since the original radiator had been deleted, this caused no big problem and actually improved the field of view for the pilot.
Initially, two fighter versions of the Me 709 were planned, both single seaters and differing mainly in the outer wing sections. The 'A' series would be a highly agile fighter for medium to low heights, with a secondary use as fighter bomber for close air support. Armament was projected with four lightweight 30 mm MK 108 cannons, but since these highly effective guns were reserved for other projects like the Me 262, two of the guns were substituted with the heavier (but also more powerful) MK 103 cannons, or all four guns would be replaced by 20mm MG 151/20 cannons. The 'B' series would have a longer wing span (+3,6m/11 ft 9½ in) and reduced/lighter armament (only two MG 151/20), optimized for high altitude interceptions and reconnaissance.
An additional projected version, the Me 709 'C', would be outfitted as a fast bomber, with a semi-recessed 1.000kg bomb under the fuselage, provisions for additional lighter bombs under the tail booms, paired with the reduced gun armament and the longer wing span from the B version, but with additional fuel in integral tanks in the outer wing sections.
Two prototypes of the A and B version each were quickly assembled from existing Me 309 airframes, first flight tests took place in October 1944. Initially, the Me 709s were equipped with the Daimler-Benz DB 603G engine, but later use of the Jumo 213 engine with 2.000 hp and more was envisaged, pushing the top speed beyond 500mph/800km/h .
Flight tests were successful, even though the A fighter lacked directional stability and the high altitude B fighter would offer no real advantage compared to the simpler, single-engined Focke Wulf Ta 152. In January 1945, the RLM decided consequently to drop the B version, but the Me 709 A was to be developed further. Five additional pre-production airframes (A-0 series) were ordered and delivered until April 1945. These new machines featured, among other detail improvements, a recognizable dihedral to the outer wing sections, which also carried drooped wing tips. This proved to be a successful measure to improve stability, but the Me 709 A remained a rather nervous plane that constantly called for an attentive pilot. In this guise, the Me 709 A-1 was cleared and ordered for production. Delivery of the first serial machines took place in June 1945, and they were mainly used for home defense.
Several equipment packages (‘Rüstsätze’) were quickly developed and added to field machines. They would allow the carriage of various external loads, e .g. an ETC for a single max. 1.000kg bomb under the fuselage (R1), 2× 300l drop tanks on hardpoints under the tail booms (R2) or wooden racks with 2× 12 unguided R4M missiles under the outer wings (R3). After an initial batch of forty A-1 aircraft, R1 and R2 were incorporated into series production, which then became, with several other equipment changes, the A-2 main series. Almost all older models were brought to this standard within a few months, even though the gun armament differed considerably between individual aircraft.
All in all, a total of 243 Me 709 were built, all of them A series aircraft. By the time designs were being ironed out, the revolutionary Me 262 and Ar 234 turbojets and the introduction of more potent and reliable jet engines like the Heinkel-Hirth HeS 011 negated the need for further piston-engined fighter design and stopped further development of the Me 709.
Me 709 A-2, general characteristics:
Crew: 1
Length: 36 ft 1 in (11.01 m)
Wingspan: 40 ft 6½ in (12.38 m)
Height: 11 ft 11 in (3.64 m)
Wing area: 221.72 ft² (20.68 m²)
Empty weight: 10.665 lb (4.842 kg)
Loaded weight: 14.405 lb (6.540 kg)
Max. take-off weight: 18.678 lb (8.480 kg)
Maximum speed: 760 km/h (472 mph) at 6.400m (21.000 ft)
Range: 620 mi (840 km ) with internal fuel only
Service ceiling: 36,000 ft (10.970 m)
Rate of climb: 4.635 ft/min (23,6 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.24 hp/lb (0.39 kW/kg)
Engine: 2× Daimler-Benz DB 603G inverted V-12 liquid-cooled piston engine, 1,287 kW (1,726 hp) each
Armament: Varied, but typically four cannons in the front of the tail booms. Typically, 2× 30 mm (1.18 in) MK 103 cannons with 50 RPG and 2× 30 mm (1.18 in) MK 108 cannons with 110 RPG were fitted; additionally up to 1.000 kg of external loads, including bombs, drop tanks and R4M unguided missiles.
The kit and its assembly
This what-if was inspired by a picture of a very similar model I found a while ago in the WWW, and I found the idea of a push/pull Me 109 derivate very attractive. Why not? When I thought about how to realize such a model with as little effort as possible, I came across HUMA's Me 609 kit - and this basically offered anything necessary, bare the tail booms. These were quickly gathered from the spare box: they come from a Fw 189 (Airfix) and were cut just behind the wings’ trailing edge. Still a bit thick, but the idea of using the front as radiator intakes is a neat solution which also frees the fuselage from the bulky cooler tub of the Me 309.
Originally I wanted to incorporate the original outer wings of HUMA's Me 609 (which are 100% Me 309 wings - you even have to close the landing gear bays by yourself to use them in the original kit!), but found the wing span to become much too big for my conversion – they inspired the ‘B’ version, though. Anyway, I was lucky that I found a pair of He 162 wings in the scrap box, leftover pieces from my Ki-53 whif. They fit nicely in size and design, and this way the ‘A’ version was born.
Almost anything in my Me 709 build comes from the HUMA kit, but it took some putty work to put some of the parts together. Esp. melding the additional rearward-facing engine with the shortened Me 309 fuselage was tricky. Another challenge was to moving the inner wing sections backwards – the original single part had to be cut in half, so that the original intersections did not fit anymore.
.As a side note: Fit and detail of the HUMA kit is rather poor, and the material is rather waxy. O.K., it is a small company, with limited production runs. But for the fact that this kit has been around for so long, quality standards of the late 70ies are IMHO hard to accept. Best thing about the kit is the injected clear canopy… Good that I got the kit rather cheap - if I had to build it OOB, I'd be really disappointed!
Further modifications include the closure of the original radiator bath under the fuselage, and the rear engine (cut away from the leftover second fuselage) needed some serious surgery, including the closure of the landing gear bay under the engine. The rear exhausts had to be built from scratch, since the rear engine's exhaust would face forwards (they are molded onto the fuselage) and also obstruct the attachment area to the forward fuselage.
Painting and markings
For this plane, a typical late German WWII paint scheme was intended, and I settled for a late Bf 109 G livery in RLM 81/82/76 (Braunviolett, Dunkelgrün and Lichtblau), with a wavy but clear demarcation between upper and lower sides and a few, sharp blotches along the flanks. Testors/Model Master paints were used with authentic RLM tones (Testors 2090 and 2091 for above, Humbrol 128 below). In s second step, these colors were lightened/bleached through dry-brushing with slightly lighter tones (Humbrol 155 and 116 on top sides, Testors 2086 below). Additionally, a light black ink wash was applied in order to emphasize details and panel lines, and I added some patches with RLM 76 and 02 which are to represent areas where older markings had been painted over in a hurry. All trim tabs were painted in red brown (Humbrol 100), the spinners were painted 2/3 black, 1/3 white, a typical Me 109 F/G/K design.
For squadron markings, I wanted to have something authentic. The red and blue bands around the tail booms are typical late war ID markings, they belong to the 7th Jagdstaffel (JG. 7). Furthermore, the yellow horizontal bar marks the machine as being part of the 2nd group (which organizationally comprises 2nd, 6th, 10th squadron etc.).
The simple black chevron with white outlines on the central fuselage shows that the pilot is the Group's Second-in-Command (Gruppenadjutant), I christened him Ferdinand Walgenbach, totally fictional and with no real person in mind. As an officer’s personal ride, the plane consequently carries no further tactical code, e .g. a number in the group’s color. The small "A" in the chevron (obscured by exhaust dirt) is a personal addition of the pilot - not unusual among officers' markings. The Luftwaffe had a complicated system, didn’t they?
Bands and squadron markings were puzzled together from various TL Modellbau decal sheets from Germany, very good stuff for individual conversions and of high printing quality.
Another side note: The "Planes & Pilots" book series from France is a very good reference and inspiration here, as well as for squadron markings.
In the end, the result looks less spectacular than expected?
Very simple yet very fast photosensor circuit. The 51 ohm resistor matches to a 50-ohm cable so there is no ringing (edit: well, a bit edit2:truly, no ringing). The photodiode is an Osram SFH213, which claims a 5 nanosecond risetime. The 420 ohm resistor prevents the photodiode from slagging itself (drawing too much current and overheating) in bright light, but the 0.47uF cap allows capture of bright transients (say, from a strobe tube...).
Output goes to an oscilloscope with a 50 ohm input (with sufficient bandwidth, natch).
In practice, you want to keep the distance from the flash far enough (or use diffusion or reflection) so the output is less than a volt for flashes up to a few milliseconds, otherwise you discharge that cap too much and the curve gets distorted. For long durations (like continuous light), outputs up to 500 mV are linear.
(BTW: the resistors are surface-mounts, on the other side of the board, but that's not at all critical - just what I had on hand. I use a 9V battery for convenience. 6V or 12V should work fine too.)
Blue wool tweed from Mood Fabrics, lined with some fancy gray silky stuff (acetate or silk? I don't remember). Skirt has invisible zipper and darts.
Pattern was a computer-fit skirt from Sew Fast, Sew Easy's excellent 6-week intermediate sewing class in NYC. I made a muslin and did some basic adjustments before tackling the fashion fabric. At the time it fit like a glove!
My dolls tend to be pretty solitary souls, but Mariah & Tuesday seem to be getting along well.
Tamsin (my Littlefee Ante) looks too young for her size when she's next to Mariah, but Tuesday on the other hand...
Oh how plans change once the dolls are at home.
Plantarum indigenarum et exoticarum icones ad vivum coloratae, oder, Sammlung nach der Natur gemalter Abbildungen inn- und ausländlischer Pflanzen, für Liebhaber und Beflissene der Botanik /.
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As my older daughter started attending school this year, she grows smart-alecky up even faster. But to be honest, I am proud of this.
this summer has flown by so quickly.. its crazy. I have been thinking about how fast everything goes by.. found this dead, beautiful butterfly this afternoon and kept him for some reason. reminded me that I need to keep things in perspective.. a fast summer for a human is the lifespan of an adult butterfly.. often longer. the time I have here is valuable, but it also is much longer than many other things around me. I think I often take that for granted.
Trying to capture Eli's hair in with a really fast shutter speed.
Our last day at the Hideaway. It was sad to leave as it had been nice to have almost a week at this over our league beachside resort. Although we were a bit unlucky with the weather we had a great time.
Check out my travelblog at www.175days.no