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With all of the growth expected to hit my town in the next couple of years, I wonder how much longer these pieces of abandoned property will be around as my playground. A business that owns a chain of gas stations owns this land. One day I'll be filling up my car here, remembering the cool old house with a neat barn in the backyard. At least I'll always have my pictures.
By my last day in the bugs I was ready for a break, so I lounged around all morning before enjoying a scramble up Eastpost Spire again. This time Manuel and I went together, and took a nice long stay at the summit. This the view from the summit of the Snowpatch-Bugaboo col with the Howser towers in the back. From this perspective you start to get an idea of how steep it really is.
The Bugaboos - August 12-18, 2012
Living in Squamish I am very lucky to be surrounded by excellent rock to train my technical climbing skills as well as many great peaks for scrambling. But, until last week I had never had the opportunity to combine the two skills I've been developing for years. That all changed when a friend invited me to be her partner on the yearly trip my friend group takes. Two months after the invitiation, a partner swap, and a week of careful packing and preparation I actually found myself driving east about to embark on what would be the greatest adventure of my life to date.
The moment I arrived at basecamp my lofty climbing aspiration were downgraded to starting with a 4th class route and going from there. I received tons of advice from friends that had been going for several years, but still nothing could have prepared me for the reality of being there. The ascent to Applebee basecamp, the scale of the spires, the difficulty of the glaciers, and the exposure did not translate well to maps and photos I found myself in awe and terror. Every single obstacle I encountered was more physically and mentally demanding that I could have expected.
Even though we were with a large group of friends, we were on our own when we headed out for the day and often learning as we went. As a result we learned many lessons the hard way, including when to put crampons on, when to switch into rock shoes, how hard preventing rockfall can be, and all the ways rappelling can go wrong.
It was both the single most terrifying and rewarding experience of my life. Never did I expect to learn so much in a week, or do so little actual climbing. Instead it was a wild ride of alpine obstacles, and a truly life changing experience shared with great friends old and new.
A brief summary of my adventure:
Aug 12 - Hike into Applebee base camp with 80+lbs pack full of climbing, camping, and glacier gear as well as 7 days of food, and clothes for everything from -10 to +30 degrees celcius rain and shine.
Aug 13 - Eastpost spire, combination of Northeast and Northwest ridges.
Aug 14 - Crescent Spire, W ridge. - Rained off first attempt, after self arresting and improv. anchor construction.
Aug 15 - Crescent Spire, W ridge - Successful ascent followed by rappelling disaster involving ditching a rope that was later recovered
Aug 16 - Pigeon Spire, W ridge - Got 30m up route then turned back to save terror management skills for descent back down the Bugaboo-Snowpatch col
Aug 17 - Eastpost spire again and bathing in the tarn
Aug 18 - Hike out and long drive home
Please feel free to contact me with any questions regarding my experience.
Photos from this trip were taken with a combination of my Nikon D7000, Olympus uT8000 & GoPro HD2
This much!!! It would be better to show your beloved people how much you love them as often as possible than saying nothing at all with your mouth shut because not many people have an ability to read other people's minds. I love you with my whole heart.
I LOVE Poppies and Poppy seedpods! This photo was taken last weekend, during a visit south of Calgary to the wonderful homestead near Nanton, belonging to Jim Coutts. He is gradually returning his land to it's original prairie grassland, but he has stunning gardens surrounding his home. Poppies add brilliant red and orange to these areas and I was happy to take endless photos, so that I could enjoy the colours any time I want.
29 September 2011
Information about the Poitou Donkey: en.wikipedia.org/wiki/Baudet_de_Poitou
I read this book thoroughly , and I daresay that I performed a terrific re-enactment of the cover .... .
Editor : Ravette Books Ltd -London ; author : John Courtis ; cover design : Jim Wire .
Camera : Kodak Vest Pocket .
Photo : by Julia Margaret Cameron .
Exercise is a big part of any weight lose program learn somebest exercise to lose weight fast for you
Not a good photo but was rushing. Just thought I'd show how a Lily of the Valley posy is made...one of the most simple flowers I think...
1. Knead paste til soft & stretchy then roll some tiny balls. Smaller balls make the buds.
2. Roll some paste thinly til you can see through it and cut out flower shape. soften edges with ball tool. Roll large ball of paste for the body, attach to a glued hook 30 gauge wire. Add flower when attached and indent the centre. This attaches both pieces as well as give the flower a natural center look.
3. Hook 33 gauge wires for tiny buds and do as above only without adding the flower top. When dry arrange on a larger wire for support, graduating as you go to a latger bud.
4. Roll out some paste (spruce & leaf green) about 1mm thick. This is quite a fleshly leaf so needs to be thicker than flowers. Leave a central area thicker as to be able to insert a 26 gauge wire. Cut out leaf shape then add a straight unhooked glued wire.
Then vein and soften edges with a metal ball tool (dresden and bone work the same). Add movement and hang to dry.
5. When all dry apply dust. I used lemon and cream for flower center, then pearl white to add a tad of sparkle. Foliage, vine, forest & leaf greens to leaf. Remember to add darker dust down central vein and lighter shades to the outer leaf. Steam flowers over kettle for a second, glaze the leaves. Set aside to dry.
6. When dry assemble......simple :)
A big thank-you to everyone who has left a thank-you comment of appreciation. If I have helped just one person by showing this tutorial, then I am happy for you :) x
Tobacco-use can result in health problems that are significant and tobacco/nicotine dependency. Stopping smoking greatly decreases the risk of developing smoking -associated conditions.I have unable to get any respected scientific study that supports in conclusion that quit smoking laser
How do you get up the hill? One step at a time. One painful step at a time!
Shorten the stride and keep taking steps!
How close can you get? (22)
Please view in Full-HD Quality ! Click Here
Dit kostte veel moeite, tijd - 2uur!!- en kou, maar na een tijdje ging hij precies zitten waar ik het het mooiste vond om hem te fotograferen. Laagte rijp is een gratis extra vandaag (2013-01-25)
Het ging natuurlijk om de prachtige pastel tinten van een pimpelmees.
Kleuren lopen zo prachtig in elkaar over, super kunst van moeder natuur!
Exposure-------- 0.006 sec (1/160)
Aperture--------- f/6.3
Focal Length--- 380 mm
ISO Speed------ 400
Subject Distance 5.31 m
Date and Time (Original)2013:01:25 12:45:29
Nikon D7000 with Bigma.
"Sigma 50-500mm f4.5-6.3 APO DG OS HSM",Bigma,Nikon,D7000,"Nikon D7000"
13R_7994XPANCCC5
& why in the world.. after all that we've been through. if you weren't here with me right, then i don't know what i'd do.
in all of the world i found my heart in you....
family force five: how in the world
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Korean People's Army Air and Anti-Air Force began as the "Korean Aviation Society" in 1945. It was organized along the lines of flying clubs in the Soviet Union. In 1946, the society became a military organization and became an aviation division of the Korean People's Army (KPA). It became a branch of the army in its own right in November 1948. The KPAF incorporated much of the original Soviet air tactics, as well as North Korean experience from the UN bombings during the Korean War.
North Korea’s first indigenous jet fighter aircraft, the Wonsan Aircraft Works 여-1 (known as “W-1” outside of the country), started its existence in China as the Shenyang J-3 (Jianjiji = fighter). The J-3 was a project to exploit the knowledge and hardware gained through the license production of the Soviet MiG-15UTI trainer, locally designated JJ-2 (Jianjiji Jiaolianji – fighter trainer), a study that was primarily intended to improve China’s aircraft industry and the country’s respective engineering know how after the Korean War. The Soviet VVS and PVO had been the primary users of the MiG-15 during the Korean war, but not the only ones; it was also used by the PLAAF and KPAF (known as the United Air Army).
The J-3 was designed during the Korean War between 1952 and 1953 and two prototypes were built with Soviet help and tested in 1953, but the aircraft came too late – and it was not regarded as a successor or even an alternative to the Soviet MiG-15, because it lacked modern features like swept wings. The J-3’s design drew more on American rather than British inspiration, having elected to use features such as a very thin (but almost straight) wing akin to the Lockheed P-80 Shooting Star and a basic configuration comparable to the North American F-86 Sabre. Due to its conceptual interceptor role, an emphasis had been placed on a fast rate of climb. Power came from a Klimov VK-1 centrifugal-flow turbojet, a derivative of the British Rolls-Royce Nene Mk.104B that also powered the MiG-15. Armament consisted of four 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon under the nose.
The J-3’s rate of progress on the project was such that, within 15 months of design work having formally started, the first prototype had been fully constructed. On 28 October 1953, the first J-3 fighter prototype conducted its first flight, even though it still lacked pressurization, armament, and other military equipment. Gradually, new hardware was integrated and tested, and a second aircraft joined the tests in January 1954. Flight tests followed quickly and showed that the J-3 was easy to fly and had exceptional performance and maneuverability for a straight-wing aircraft. Unfortunately, it soon became clear that the laminar flow section used for the original tail unit was totally unsuitable, with extremely severe buffeting setting in at 500 km/h (310 mph). The buffeting was so bad that the test pilots were thrown about in the cockpit, banging their head on the canopy, and the needles fell off all the flight instruments. Fortunately, accidents could be avoided, and the tailplane section was changed with much improved results.
The gun armament caused troubles, too. Firing all four NS-23 at once made the robust engine surge – a problem that did not occur on the MiG-15, but it only carried two of these weapons. A remedy was eventually found through the introduction of a slightly elongated nose that kept the air intake further away from the gun blast shock waves. The flight and test program lasted until 1955, and a total of five J-3 prototypes were built, but with no serious plan to put this aircraft into series production, even more so after China had been offered to produce the even more modern and capable Soviet MiG-17 fighter under license as the J-5. In the People's Republic of China (PRC), an initial MiG-17F was assembled from parts in 1956, with license production following in 1957 at Shenyang. The Chinese-built version was/is known as the Shenyang J-5 (for local use) or F-5 (for export). After this decision, the J-3 program was stopped, but the machines were retained in flightworthy condition as testbeds and chase planes by the PLAAF until the late Sixties
However, this was not the end of the J-3. After fighting had ended on 27 July 1953 when the Korean Armistice Agreement was signed, the Korean People's Army Air and Anti-Air Force (KPAAF) was keen to boost its capabilities and build a domestic aircraft industry, beyond the option to produce existing designs in license. Turning to its main sponsor China, North Korea was offered the plans for the J-3 and its tools, together with a supply of Chinese-built VK-1 engines. Even though the J-3 did not represent the state-of-the-art in jet fighters anymore, it was the best option for an industrial quickstart and until 1956 a dedicated production site for the J-3 was built at Wonsan, leading to the Wonsan Aircraft Works (Wonsan hang-gong-gi jag-eob , 원산 항공기 작업) and its first military product, the 여-1 (Yeo-1 = W-1). When NATO became aware of the aircraft it received the reporting code name “Freshman”.
However, despite the J-3’s plans and tools at hand, the W-1’s production was hampered by the lack of experience, sub-optimal materials, and poor logistics (esp. concerning vital imported components like the Chinese WP-5 engine, a license-built VK-1). Consequently, it took almost three years to roll out the first pre-serial production aircraft in 1959, and even then, the W-1 was plagued with material and reliability problems. Furthermore, once the W-1 became operational in 1961, the aircraft had become outdated. The W-1 had been designed to intercept straight-and-level-flying enemy bombers, not for air-to-air combat (dogfighting) with other fighters. The subsonic (Mach .76) fighter was effective against slower (Mach .6-.8), heavily loaded U.S. fighter-bombers from the Fifties, as well as the mainstay American strategic bombers during the aircraft's development cycle (such as the Boeing B-50 Superfortress or Convair B-36 Peacemaker, which were both still powered by piston engines). It was not however able to intercept the new generation of British jet bombers such as the Avro Vulcan and Handley Page Victor, which could both fly higher. Most W-1s were initially used as night fighters – even though they lacked any on-board radar and the pilot had to rely on visual contact and/or radio guidance from ground stations to make out and close in on a potential target. The USAF's introduction of strategic bombers capable of supersonic dash speeds such as the B-58 Hustler and General Dynamics FB-111 rendered the W-1 totally obsolete in front-line KPAAF service, and they were quickly supplanted by supersonic interceptors such as the MiG-21 and MiG-23.
The rugged aircraft was not retired, though, and found use as ground attack aircraft (despite its limited payload of around 2 tons) and as an advanced fighter trainer. Total production numbers are uncertain, but less than 100 W-1s were produced until 1969, with no further variants becoming known. In 1990, probably forty were still operational, and even after 2000 some KPAAF W-1s were still flying.
General characteristics:
Crew: 1
Length: 10.73 m (35 ft 2 in)
Wingspan: 12.16 m (39 ft 10½ in)
Height: 4.46 m (14 ft 7½ in)
Wing area: 23.8 m² (256 sq ft)
Aspect ratio: 7.3
Empty weight: 4,142 kg (9,132 lb)
Gross weight: 7,404 kg (16,323 lb)
Max takeoff weight: 7,900 kg (17,417 lb)
Powerplant:
1× Wopen WP-5 (Rolls-Royce Nene Mk.104B) centrifugal-flow turbojet
with 26.5 kN (5,950 lbf) thrust
Performance:
Maximum speed: 940 km/h (580 mph, 510 kn) at sea level
Maximum speed: Mach 0.76
Cruise speed: 750 km/h (470 mph, 400 kn)
Maximum Mach number: M0.83
Combat range: 450 km (280 mi, 240 nmi)
Ferry range: 920 km (570 mi, 500 nmi)
Service ceiling: 13,000 m (43,000 ft)
Rate of climb: 38 m/s (7,500 ft/min)
Take-off run: 783 m (2,569 ft)
Landing run: 910 m (2,986 ft)
Armament:
4× 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon with 100 rounds per gun
2× underwing hardpoints for 2.000 kg of payload, including a variety of unguided iron bombs such
as 2× 250 kg (500 lb) bombs, napalm tanks, pods with unguided missiles, or 2× 350 l (92 US
gal; 77 imp gal) drop tanks for extended range.
The kit and its assembly:
I always thought that the tubby Dassault Ouragan had something “Soviet-ish” about it, looking much like one of the obscure early Yakowlew jet fighter prototypes (e .g. the straight-wing Yak-25 [first use of this designation in 1947] or the swept-wing Yak-30) around 1950. With this idea I had stashed away a Heller Ouragan for a while, and recently wondered about an indigenous North-Korean aircraft that could have emerged after the Korean War? The Ouragan looked like a good basis, and so this project started as a simple conversion of the Heller kit.
While most of the airframe was retained, I made some cosmetic changes to change the aircraft’s looks and add a Warsaw Pact flavor. The characteristic wing tip tanks disappeared, and the wings’ ends were rounded off. The fin tip was extended with a piece of 1.5 mm styrene sheet and a different fin shape was sculpted from it. The original stabilizers were replaced with what I think are stabilizers from a VEB Plasticart 1:100 An-24 – they better match the wing shape than the OOB parts!
The cockpit was taken OOB, I just replaced the ejection seat with a different piece from a KP 1:72 MiG-19. The air intake was modified with the opening from a Heller 1:72 F-84G, extending and narrowing it slightly, even though the internal splitter plate (which also bears the front wheel well) was retained. The landing gear was also basically taken OOB, but the main wheels were now mounted on the outside position (with an adaptation of the covers), and the front wheel was moved 3 mm further forward, to compensate for the slightly longer nose section, and its cover was modified accordingly. The flaps were lowered, primarily because this modification is easy to realize on this kit and it makes the simple aircraft look “livelier”, and the canopy was cut into three parts for open display.
Pylons were added under the wings, together with drop tanks from a Hobby Boss 1:72 MiG-15. The same source provided the swept antenna mast behind the cockpit and the small but characteristic altimeter sensors under the wings. As a final twist of “Sovietization” I added small fences to the wings, made from styrene profiles – they would not be necessary on the aircraft’s straight wings, but they help change the model’s overall look. 😉
Building the Heller Ouragan was a straightforward affair, even though the plastic of the recent re-boxing I used was pretty soft and took long to cure after gluing parts together. A real problem occurred when I tried to close the fuselage halves, though, because the parts did not align well behind the cockpit, as if they were warped? The walls were rather thin, too, and as a result a lot of PSR went into the spine and the ventral area behind the wings, which mismatched badly. The rather thin material in these areas did not help much, either. I have built the Ouragan before, and I do not remember these massive troubles?!
Painting and markings:
I initially considered a North-Korean night fighter camouflage from the Korea War, but since the aircraft would have been introduced into service after the open hostilities, I rather settled for a very dry NMF finish with minimal markings. Therefore, the model received an overall coat with “White Aluminum” from the rattle can and a light overall rubbing treatment with graphite to emphasize the raised panel lines and add a slightly irregular metallic shine to the paint. Since they had disappeared through PSR, I also added/recreated some panel lines with a soft pencil.
The cockpit interior was painted in medium grey and Soviet cockpit turquoise, the landing gear and its wells became metallic-grey (Humbrol 56). The areas around the exhaust and the guns were painted with Revell 91 (Iron), the only color contrasts are red trim tabs.
The large KPAAF roundels with a white background came from a Cutting Edge MiG-15 sheet, the large red tactical code was left over from an unidentifiable “Eastern Bloc” model’s decal sheet. After some more graphite treatment around the guns and the tail section the model was sealed with a coat of semi-gloss acrylic varnish (Italeri), resulting in a nice metallic shine that looks better than expected on this uniform aircraft.
Well, this converted Ouragan looks pretty dull at first sight, due to its simple livery. But this makes it pretty plausible, and the small cosmetic changes add a serious Soviet-esque touch to the aircraft.
One thing you can count on is spring are the camellia bushes being in bloom. At Dauset Trails Nature Center there are plenty of camellias in different colors blooming all through out several trails and around their Visitor's Center.
This red one was blooming right next to a bridge we were crossing and allowed a few nice close ups.
At Tweet News, the privacy of our visitors is of extreme importance to us (See this article to learn more about Privacy Policies.). This privacy policy document outlines the types of personal information is received and collected by Tweet News and how it is used.Log FilesLike many other Web...
::Coming soon* - the dramatic tale of how I refused to let my work be perceived as worthless::
An epic tale!
An ironic twist!
Questionable anecdotes about Salvador Dali!
How the drill press in the basement of my dormitory saved the day!
The consummation? - 14 books with black rubber covers - current fates unknown.
*a relative term
Knowing how to stimulate the clitoris is a must for most women so that they can achieve orgasm.
Here’s a translation of scientific information on the clitoris into take-to-bed advice that will help you understand the stimulation needed to achieve orgasm.
I was recently talking to friends,...
howdoidate.com/sex/how-to-stimulate-the-clitoris-to-reach...
Tarn Hows is an area of the Lake District National Park, containing a picturesque tarn, approximately 2 miles (3.2 km) northeast of Coniston and about 1.5 miles (2.4 km) northwest of Hawkshead. It is one of the most popular tourist destinations in the area with over half a million visitors per year in the 1970s and is managed by the National Trust.
Tarn Hows is fed at its northern end by a series of valley and basin mires and is drained by Tom Gill which cascades down over several small waterfalls to Glen Mary bridge: named by John Ruskin who felt that Tom Gill required a more picturesque name and so gave the area the title 'Glen Mary'.
The Tarn Hows area originally contained three much smaller tarns, Low Tarn, Middle Tarn and High Tarn.
Wordsworth's Guide Through the District of the Lakes (1835 edition) recommends walkers to come this way but passes the tarns without mention.
Until 1862 much of the Tarn Hows area was part of the open common grazing of Hawkshead parish. The remaining enclosed land and many of the local farms and quarries were owned by the Marshall family of Monk Coniston Hall (known as Waterhead House at the time). James Garth Marshall (1802–1873) who was the Member of Parliament for Leeds (1847–1852) and third son of the industrialist John Marshall, gained full possession of all of the land after an enclosure act of 1862 and embarked on a series of landscape improvements in the area including expanding the spruce, larch and pine plantations around the tarns; demolition of the Water Head Inn at Coniston; and the construction of a dam at Low Tarn that created the larger tarn that is there today.
By 1899 Tarn Hows was already an important beauty spot. H.S. Cowper mentions "Tarn Hows, beloved by skaters in winter and picnic parties in summer. Here comes every day at least one charabanc load of sightseers from Ambleside or Windermere". A wooden boat house that was still standing in the 1950s at the south east corner of the tarn probably dated from this period. In 1913 G.D. Abraham said "Tarn Hows is set wildly among larches and heather slopes, more like a highland lake than the other waters in Lakeland... more suitable for pedestrians than motorists".
In 1930 the Marshall family sold 4,000 acres (16 km2) of their land to Beatrix Heelis of Sawrey (better known as Beatrix Potter) for £15000. She then sold the half of this land containing the tarn to the National Trust and bequeathed the other half to them in her will.
Tarn Hows was designated a Site of Special Scientific Interest in 1965.
The National Trust have made a number of more recent changes to the area including moving the car parks to a less obtrusive place in the 1960s and general footpath and road improvements to minimize the damage caused by the visitors. In May 2008 a building designed to harmonise with the landscape was opened, providing toilets and an information display under a sedum roof.
Nursing students go door to door to dispense medication during a medical civic action program, Shinile Woreda, Ethiopia, Oct. 14, 2010.
U.S. Air Force photo by Staff Sgt. Kat McDowell
Nursing students from the Arts Medical College of Dire Dawa, Ethiopia, with help from the U.S. Army 418th Civil Function Specialty Team, Combined Joint Task Force – Horn of Africa, distributed medications to more than 900 children in seven remote villages during the second phase of a Medical Civic Action Program (MEDCAP) to improve health conditions in the Shinile Woreda (district), south of Djibouti Oct. 19.
Medications distributed were tailored to the results of parasitological testing of samples collected from children in the area during the first phase of the Shinile MEDCAP. Children were treated for Schistosoma mansoni and hookworms, parasitic worms that cause dysentery, dehydration, anemia and skin lesions.
“Part of the sustainability piece of these missions is the collaboration between our medical and nursing experts and the students,” said U.S. Army Maj. Brad Franklin, an FSP nurse practitioner. “Sharing experiences with the students helps guide the next generation of healthcare professionals in Ethiopia.”
Franklin said the participating students would graduate in a year’s time. The MEDCAP provided them practical field experience to better prepare them for future responsibilities, including how to treat patients with limited supplies and capabilities in rural situations.
“Most cases we’ve only read about and haven’t seen,” said Kadar Mohammed, one of the four nursing students involve. “Things like elephantiaisis and gout, we only hear about in class. This experience will help us better care for the people that need it most.”
In the third phase of the mission, more samples will be collected from children in Shinile Woreda and tested for parasites. Data from all phases of the MEDCAP will be provided to the Ethiopian Ministry of Health to augment their knowledge base and awareness of health issues in Shinile.
“The upshot is that healthier populations are more stable populations,” said Staff Sgt. Douglas Rueff, 418th CA combat medic.
“If the government can show it can provide basic services for the people, the people will feel more connected to the government and feel less sympathetic to extremist groups that come through the area. This helps the long-term view,” he said.
To learn more about U.S. Army Africa visit our official website at www.usaraf.army.mil
Official Twitter Feed: www.twitter.com/usarmyafrica
The Telescope —Part of the LDCM Thermal Infrared Sensor (TIRS)
Technicians at NASA's Goddard Space Flight Center lower the telescope into the body of the TIRS instrument. The telescope lenses will focus the incoming light onto the detectors at the focal plane of the instrument.
Credit: NASA/GSFC/Landsat
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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