Farm implement near McBaine in rural Boone County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark IV camera with a Canon EF8-15mm f/4L FISHEYE USM lens at ƒ/4.0 with a 143 second exposure at ISO 100. Processed with Adobe Lightroom 6.4.

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January2025. Farming implement used to block access to a field along US-70 around Galloway, Arkansas.Delta400.NikonFA.60Mac.YellowFilter.Caffenol-CH@20minutes.Scan:FujifilmXH1

on a long-abandoned farm

Rolleiflex 3.5F Xenotar with Tri-X developed in HC-110 dilution B

www.kirtecarterfinearthotography.com

Steam-Era - Ontario Steam & Antique Preservers Association (OSAPA) - annual farm and rural heritage country fair and open-air museum, held at Halton Agricultural Society fairgrounds

www.osapa.ca/home

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www.ontariosteamheritagemuseum.ca/

en.wikipedia.org/wiki/Traction_engine

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Nikon Coolpix 4500

en.wikipedia.org/wiki/Nikon_Coolpix_4500

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Explore: 9-16-09 Thank you Flickr friends.

Photo: Old farm implement in rural Ohio. It had its day, but here it is, still standing strong. Best seen in large size view.

Westerlo, Albany County, New York.

#69 Cleaning implement

116 Pictures in 2016

PARABÉNS Portugal !!

Queridos amigos, por favor vejam que maravilhosa reportagem !!

.....vejam o LINK abaixo também, não é necessário entender, basta assistir com o coração.....

Todos os Países podem aderir e por em prática esta brilhante idéia !!

Todos nós podemos contribuir, não há nenhum gasto financeiro !!

É só ter consciência, respeito e amor pelos animais !!

Vamos ser solidários aos nossos mais fiéis Amiguinhos do Bem !!

Celisa

An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.

From Wikipedia, the free encyclopedia

The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.

Development

Origins

In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.

Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.

Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Production and procurement

As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.

The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.

The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.

The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.

Ban on exports

The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.

Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.

Production termination

Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.

In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.

In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.

Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.

In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.

Upgrades

The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.

Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.

In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.

The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.

Design

Overview

The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.

The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.

The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.

The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.

Stealth

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.

The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.

This is an image I captured this fall, not too far down the road, that I've liked but haven't done anything with until now.

This image is not in the public domain. It may not be used on websites, blogs, or in any other media without explicit advance permission from Daryl Ann Anderson.

have a happy weekend, even spring is taking a break (here in germany)...

A John Deere 9670 STS with farm implement near McBaine in rural Boone County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark III camera with a EF16-35mm f/4L IS USM lens at f.4.0 with a 126 second exposure. Processed with Adobe Lightroom 5.7.

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©Notley Hawkins

Sometimes I come up with an idea for a photo, implement and get a satisfactory result, which I often will post to Flickr. Usually though I do not stop trying that idea after the initial success, because even if a do not produce a "better" image with subsequent efforts, I will at least produce different images. This is the result of a second or third attempt, I honestly do not remember which. But I start in the middle...

Once in a while I like using a double exposure technique where the first image is taken perfectly in focus and a second exposure is made over that completely out of focus. If everything works out, it can have a lovely surreal or otherworldly effect, as seen here and here. Sometimes I just do it because I have seen a particular landscape so many times that I just want to try something new, such as here with Narada Falls. And sometimes surprisingly the effect is so slight as to hardly be noticeable at all, yet still producing a dramatically different image than a single exposure would have granted, such as these two shots. Regardless, it is a fun, and surprising (in its results) way of photographing a familiar landscape. Easy to do with both film and digital cameras, a way to escape the bounds of the box and do something different with your camera, which is what I am constantly trying to do, no matter which camera I have happened to pick up. I like finding ways to make these machines work for me, and not vice versa. But now I stray...

So sometime this past April I was out at the Woodburn Tulip Festival, which happens to border a giant hazelnut grove. Sometimes I enjoy the groves more than the fields, especially once noon rolls around and the fields are swarming with people. I can only handle so many parents ignoring the no pick signs while they happily wave at their children mowing down a row of tulips single-handedly. In contrast, these groves, while only a couple of minutes away, and in plain sight of the fields are almost always completely deserted. So I wandered over one day, and one thing led to another, and before I knew it I had made some double exposed shots of these groves. I was fairly satisfied with at least one of the pictures and posted it here. But then I ended up back out there, and never one to let initial successes dampen my sense of further exploration, tried again, this time with my Pentax 67. Those familiar with the camera probably wonder how I pulled this off as the camera does not allow double exposures. Very true. In this case I actually made two exposures on slide film, each a stop over exposed so the slides would be a bit lighter, then layered them together and scanned them in as a single slide. The nifty thing with this method is you can actually position the two slides independently of one another, and believe me, this can have a dramatic result on the final effect. So then I came away with this shot, which I like better than the original, but did not get around to posting again until tonight.

Phew, and that is the story behind this one. This is one that really gains something viewed large by the way. Enjoy.

brooms and broomsticks for sale at a roadside

Farm implement near Glasgow in rural Saline County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark IV camera with a Canon EF24-105mm f/4L IS USM lens at ƒ/4.0 at ISO 200. Processed with Adobe Lightroom CC.

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DSC4565

Old farming implements decorate the side of a barn in the Jura.

OLYMPUS DIGITAL CAMERA

Temple is one of my favorite place to visit wherever possible。There is usually full of different type of implements with various textures and details。 Here was the big censer bed that it was a beautiful dragon head at one end and the delicate legs on the side columns, to collect the believers or pilgrims incenses。

Antique Farm Implement.

Penn Farm Agricultural Heritage Center.

Cedar Hill State Park. Cedar Hill, Texas.

Dallas County. September 10, 2020.

Nikon D800. AF-S Nikkor 14-24mm f/2.8g.

(24mm) f/9 @ 1/60 sec. ISO 1000.

Farm implement near Glasgow in rural Saline County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark IV camera with a Canon EF24-105mm f/4L IS USM lens at ƒ/4.0 with a 120 second exposure at ISO 100. Processed with Adobe Lightroom CC.

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©Notley Hawkins

Foggy morning finds

Excerpt from youractionsmatter.ca/e-waste/:

E-Waste

• The production of new electronics consumes large amounts of energy, contributing to climate change, and requires the extraction and depletion of raw materials, leading to the degradation of ecosystems.

• With lifespans lasting only a couple of years for many of these devices, an inordinate amount of waste is produced.

• Canada generates a whopping 954 kilotonnes of e-waste annually, a figure that has almost quadrupled in just 20 years. This amounts to 25 kg for every Canadian, three times the global average.

• What’s worse, this is expected to rise to 1.2 megatonnes by 2030, or over 31 kg per person.

• Electronic products contain hundreds of toxic substances such as lead, mercury, and cadmium.

• Historically, 90% of this waste has ended up in landfills with only 10% being recycled or recovered.

• When dumped in landfills, this toxic waste can leak into the soil and groundwater, harming plants, animals, and even humans.

• Worse still, e-waste in landfills can contribute to air pollution, releasing these chemicals into the atmosphere.

• Greenhouse gas emissions from electronic devices and their associated waste increased by over 50 percent between 2014 and 2020.

• Exposure to these toxins can cause a range of health issues in humans, including neurological disorders, reproductive problems, and various forms of cancer.

• With 80% of Canadians having unwanted electronics at home ready to be recycled, properly recycling them would go a long way to solving the growing issue of e-waste.

• Just as important is the Right to Repair movement, which advocates for consumers to have the ability to repair their own devices. With widespread implementation, it would drastically help alleviate the growing e-waste problem.

Electronic waste has become a significant environmental issue in recent years. In 2021, human beings discarded an estimated 57.4 million tonnes of electronic waste, outweighing the Great Wall of China, the world's heaviest human construction. More concerning is the projection that global e-waste is set to reach 74 million tonnes by 2030, nearly doubling over a 16-year period.

With the rapid pace of technological advancements, consumers replace their cell phones approximately every two years, substantially contributing to the swelling problem of e-waste. The manufacture of electronic devices requires significant amounts of resources. For instance, the production of just one desktop computer needs at least 240 kg of fossil fuels, 22 kg of chemicals, and 1.5 tonnes of water. The substantial consumption of these resources underlines the importance of extending the lifespan of our current gadgets as a crucial step towards reducing our environmental footprint.

This environmental crisis also presents a valuable opportunity. E-waste harbors rich reserves of resources such as gold, silver, copper, and rare earth metals. In 2019 alone, the estimated worth of global e-waste was a staggering $57 billion, an amount surpassing the annual GDP of several countries. With worldwide smartphone sales surpassing a billion units every year, the proper disposal and recycling of these devices can both mitigate the e-waste issue and tap into an enormous repository of precious materials.

In this light it is important to highlight the Right to Repair. This refers to the principle that consumers should have the legal ability to repair and modify their own devices without facing barriers from manufacturers. It aims to counter restrictive practices by manufacturers that limit repairs to authorized service centers, thereby promoting longevity of products and reducing e-waste. Supporting this initiative would drastically reduce our e-waste for years to come.

An abandoned farm implement near Overton in Cooper County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark III camera with a EF16-35mm f/4L IS USM lens at f.4.0 with a 1.3 second exposure at ISO 800 along with three Quantum Qflash Trios with red, green and blue gels. Processed with Adobe Lightroom 6.4.

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©Notley Hawkins

Rainy day shots of implements for a macro challenge. Drinking straws. Focus stacked using zerene

Implements of honest work

Abandoned Implement in the gold sun.

This farm implement wheel has made the full transition to iron. Boy, the manufacture of this wheel is much simpler and faster than the wagon wheel. It still won't roll very well; probably not as well as the oak wheel. It shows the change from a handicraft to serious mass production in early 1900s. The rim is integral iron but I bet the buried part is rusting pretty good. Celebratory Bronco's orange covers the implement but the blue is certainly off color! .

I was at McIntosh Ag Museum again to track down the manager. I really saw the wheel and detail was worth closing in for a composition and texture detail of the rust. I have a lot of close up gear shots I have yet to use. This implement meant manual and deliberate labor for sure.

This late August found continuing hot temperatures. Wundermaps reported 98 degrees while I was out there. Whew, that's why I'm in the shade! The direct sun blazed across the scene and popped light into the shed. I decided that I had needed some shots at McIntosh and went out in the baking sun.

Highway #66 seemed overloaded with late summer travelers to the hills, hoping for heat relief in the Rockies; they'll get it up there. I waited and waited to turn left onto #66. Few tracks of snow remained up on the hills. It's back for this thanksgiving.

A maison deep in the Belgium countryside. Definately past it's best.

The travelling nun Tour. On Belgium derps with Dursty, John and Mike.

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Recently, I have been revisiting some of my previous MOCs in order to make improvements and experiment with different colour schemes etc. The HST power car shown here is the evolution of my previous HST MOC shown here...

www.flickr.com/photos/10063611@N06/sets/72157631976098396/

The improvements made include the following: rounded slopes on the tumblehome (similar to the Class 442 EMU), revised roof arrangement (with noise silencer), revised cab windows/handrails, new bogies and under frame (its sits lower on its bogies for better ride height), and various other tweaks and improvements. The MOC shown here is in GNER livery--a very attractive and refreshing alternative to the myriad of self-indulgent toothpaste stripe liveries I've come to expect from the privatized TOCs (Train Operating Companies). I've rendered it in this livery because my attempts at implementing the improvements on my favorite livery (BR blue/grey) have not been successful to date. Specifically, I have difficulty implementing the blue diagonal stripe with the inverted round slopes on the tumblehome. I'm still fiddling with it, so stay tuned.

Sadly, until Lego makes dark blue rounded slope bricks (6091, 6191, 6081 I'm looking at you) this MOC will remain somewhat of a fantasy. Pity, since this looks too tasty not to build!

These are well-known, but I don't think I've posted about them here yet :) These are used for quality-testing other Lego parts, and each one has a different standard connection type.

BrickArchitect has much more info on these:

brickarchitect.com/2021/lego-clutch-test-implements-bricks/

I'm still missing a couple, please let me know if you have any I don't and are willing to trade or sell :)

Taken with Pentax MX on Kodak Portra 400 and scanned with Nikon Coolscan LS-50.

The Emerson-Newton Implement Company Building is located in downtown Minneapolis, MN.

The building is united under a common cornice with the Advance Thresher Building and appears to be a single structure.

The Emerson-Newton Building (on the right) was built in 1904 and has seven floors. The Advance Thresher Building (on the left) was built in 1900 and has six floors.

The architecture of the buildings was influenced by Louis Sullivan and are decorated with terra cotta details.

With it now 5 months since lockdown restrictions were implemented due to COVID-19, airlines are very slowly starting to see demand returning although this maybe scuppered in part due to spikes in cases being reported.

British Airways unsurprisingly has been affected by COVID-19 which has seen the premature withdrawal of their entire Boeing 747-400 fleet as well as the solitary Airbus A318 no longer in use following the cancellation of their unique London City to New York-John F. Kennedy flight.

The saving grace has been cargo which has seen select Boeing 777-200ERs seeing their World Traveller seats removed for more cargo capacity, as well as their Boeing 777-200ER/300ERs, Boeing 787-8/9/10s and Airbus A350-1000s providing the lion-share of long-haul flights, with Boeing 787-8s making appearances on European short-haul flights in order to ensure social distancing is complied with.

Very recently, British Airways has published its upcoming W20 schedule which sees considerable amount of changes, taking into consideration Boeing 747-400s no longer form their long-haul network and London Gatwick long-haul flights slowly being reinstated.

Given the huge amount of changes, this is the last of three separate posts...

As per Airline Route, here are the following changes which are heavily subject to change effective 26th October 2020 unless stated otherwise:

-Philadelphia: Overall frequency reduced from 12 weekly to daily, with BA68/69 cancelled. BA66/67 continues to operate daily utilising Airbus A350-1000s replacing Boeing 747-400s.

-Phoenix-Sky Harbor: BA288/289 reduced from daily to 5 weekly flights utilising Boeing 787-9s.

-Pittsburgh: 4 weekly flight (BA170/171) cancelled.

-Rio de Janeiro-Galeão: BA248/249 reduced from daily to 4 weekly flights utilising Boeing 787-8s.

-San Diego-Lindbergh Field: BA272/273 reduced from daily to 5 weekly flights utilising Boeing 787-9s instead of Boeing 747-400s.

-San Francisco: Overall frequency reduced from twice daily to daily, with BA286/287 cancelled. BA284/285 remains daily utilising Boeing 777-300ERs instead of Boeing 747-400s.

-San Jose-Norman Y. Mineta: BA278/279 reduced from daily to 4 weekly flights utilising Boeing 787-9s.

-Santiago-Arturo Merino Benítez: BA250/251 reduced from 5 to 4 weekly flights utilising Boeing 787-9s.

-Seattle-Tacoma: Overall frequency reduced from 10 weekly to daily, with BA52/53 cancelled. BA48/49 continues to operate daily utilising Boeing 787-10s instead of Boeing 777-200ERs.

-Seoul-Incheon: BA17/18 reduced from daily to 5 weekly flights utilising Boeing 787-8s.

-Shanghai-Pudong: Overall frequency reduced from 10 weekly to daily, with BA160/161 cancelled. BA168/169 remains daily utilising 3-class Boeing 777-200ERs.

-Singapore-Changi: BA11/12 continues to operate daily utilising Boeing 777-300ERs instead of Airbus A380s. BA15/16 cancelled until 14th December 2020.

-Sydney-Kingsford Smith via Singapore-Changi: BA15/16 cancelled until 14th December 2020; will return with daily operation utilising Boeing 777-300ERs.

-Tel Aviv-Ben Gurion: Continues to operate twice daily; BA162/163 utilising Boeing 787-9s instead of 3-class Boeing 777-200ERs; and BA164/165 utilising Club Suite 4-class Boeing 777-200ERs instead of old 4-class Boeing 777-200ERs.

-Toronto-Pearson: Continues to operate twice daily; BA92/93 utilising 5 weekly Boeing 787-10s and twice weekly Boeing 787-9s instead of Boeing 787-8s; and BA98/99 utilising Boeing 787-9s instead of Boeing 787-8s.

-Vancouver: BA84/85 continues to operate daily utilising Boeing 777-200ERs instead of Boeing 747-400s.

-Washington-Dulles: Overall frequency reduced from twice daily to daily, with BA216/217 cancelled. BA292/293 continues to operate daily utilising Airbus A350-1000s instead of Boeing 747-400s.

Once again, the changes are noticeable, with those which featured multiple frequencies having had around 50% slashed off as British Airways does not expect demand to return for the next 2-3 years.

Currently, British Airways operates 32 Boeing 787s, which includes 12 Boeing 787-8s (one currently in short-term storage), 18 Boeing 787-9s (one in long-term storage awaiting new Rolls-Royce engines) and 2 Boeing 787-10s. British Airways have 10 Boeing 787-10s on-order.

Zulu Bravo Kilo Mike is one of 18 Boeing 787-9s operated by British Airways, delivered new to the flag-carrier on lease from Jackson Square Aviation on 28th July 2016 and she is powered by 2 Rolls-Royce Trent 1000 engines.

Boeing 787-9 Dreamliner G-ZBKM on final approach into Runway 09L at London Heathrow (LHR) on BA292 from Washington-Dulles (IAD), Virginia.

An abandoned farm implement near Overton in Cooper County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark III camera with a EF16-35mm f/4L IS USM lens at f.4.0 with a .5 second exposure at ISO 800 along with three Quantum Qflash Trios with red, green and blue gels. Processed with Adobe Lightroom 6.4.

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This farm implement was last licensed in 1945 but it surely is a clue as to why our US infrastructure, roads and bridges are being destroyed; well, that and the righties. I am using a McIntosh Ag Museum shot to finish a greenish series by adding rust and weeds. This certainly is a fitting title for this image. This machinery is for the ages, the iron ages! This is some kind of weird plowing implement, it must be an older iron implement and possibly horse-drawn but probably not in 1945. I see some rust on it. It had to be iron heavy in order to be able to "bite" into the soil. I ought to go again and figure out the exact function but I am close.

This June found a return to hot temperatures. Wundermaps reported 101 degrees while I was out there. Whew! The direct sun blazed across the scene. I decided that I had missed some shots at McIntosh and went out in the baking sun.

Highway #66 seemed overloaded with early summer travelers to the hills, probably not knowing summer might not arrive until July in the Rockies. They are still dumped a lot of snow into the rivers yet there are plenty of folks willing to jump in a drown.

Farm Implement in a field in Newark valley, Nevada. Photographed with Zorki 4K using Industar-50 f:3.5 lens. Kodak Ektar 100 35mm film.