HOW TO RECOVER FROM FRAUDULENT CRYPTO INVESTMENT PLATFORM/DIGITA
View allAll Photos Tagged Investment
ZS-TDF
Bombardier BD700 Global 6000
C/N: 9603
Fireblade Investments
Farnborough (FAB/EGLF) 26.07.2020
Eye-catching South African registered Global 6000 coasting over the airport boundary on approach to Runway 24 as flight OPM002. This is a regular visitor to Farnborough.
I just bought the property next door to me so no one could build a house there and wreck my life. They would cut down every tree and block the views. There are mtn. views when it's not raining. It's one of the last pieces of land in my area and it sure beats investing in the market. I am so happy to be able to do this. Sorry the pics suck, but I wanted something to post and the colors are in a good spot today.
The Mercedes Sprinters continue to move around North Scotland looking for the ideal route for their size. Macduff has now gained 44023 seen here at the depot.
The diesel depot in the middle of Wath Yard, separate from the electric depot many people were familiar with, opened in October 1963, for the servicing of just diesel locomotives. On a winters day in 1966, D5827 stands at the depot. All work was transferred to the electric depot from May 1968 and the diesel depot became a wagon repair facility until closure of the yard.
Part of the fishpl8 collection.
Not of any great compositional merit, but a now historic photo shows a very neglected Haymarket station in Edinburgh, largely unmodernised by British Rail. The prominent station sign is a carryover from the 1950s, in the old British Railways Scottish Region Caledonian Blue colour. Even older is the defunct clock, probably a North British Railways vestige, like the lamp standard behind it. After being starved of investments, Haymarket was belatedly modernised during the 1980s, and a more radical transformation followed in the 2000s.
April 1971
Zorki 4 camera
Boots ASA50 film.
www.perfectinvestmentrealty.com
Perfect Investment Realty is a Real Estate Sales and Property Management Company located in Orlando, Florida. If you’re looking to buy, sell, rent or have property management needs we can help. We provide a reliable, friendly and honest service.
The purchase or sale of a home or investment property is one of the most important financial decision of you and your family’s lives. There are many unhappy buyers or sellers during a transaction caused by complex negotiation processes, possible unresolved issues, undisclosed problems, misrepresentations, and more. Real estate transactions put buyers and sellers in a tremendous stressful position.
Rancho Lucerne, corner of Hwy 247 and Rabbit Springs Road, Lucerne Valley, CA -- see: lucernevalleyleader.com/node/1109
They`re already there...
An investment banker roams the countryside.
Your plight, your desire to buy, your needs are the blood that he can smell over Miles and Miles ;-)
His greed is his compass. Just follow your nose his credo ;-)
He wants to lure you into his interest rate trap, so he can eat you later.
Politicians seek his advice on how to solve the Euro crisis .
Sheeps are voting these politicians, because they like to believe that they do not fit into the hunting ground for sharks ;-D
By the way, the german word for bench is bank ;-)
“If sharks were people,” Mr K. was asked by his landlady’s little girl, “would they be nicer to the little fishes?”
“If sharks were people,” Mr K. was asked by his landlady’s little girl, “would they be nicer to the little fishes?”
“Certainly,” he said. “If sharks were people, they would build enormous boxes in the ocean for the little fish, with all kinds of food inside, both vegetable and animal. They would take care that the boxes always had fresh water, and in general they would make all kinds of sanitary arrangements. If, for example, a little fish were to injure a fin, it would immediately be bandaged, so that it would not die and be lost to the sharks before its time. So that the little fish would not become melancholy, there would be big water festivals from time to time; because cheerful fish taste better than melancholy ones.
“There would, of course, also be schools in the big boxes. In these schools the little fish would learn how to swim into the sharks’ jaws. They would need to know geography, for example, so that they could find the big sharks, who lie idly around somewhere. The principal subject would, of course, be the moral education of the little fish. They would be taught that it would be the best and most beautiful thing in the world if a little fish sacrificed itself cheerfully and that they all had to believe the sharks, especially when the latter said they were providing for a beautiful future. The little fish would be taught that this future is assured only if they learned obedience. The little fish had to beware of all base, materialist, egotistical and critical market tendencies, and if one of their number betrayed such tendencies they would have to report it to the sharks immediately.
“If sharks were people, they would, of course, also wage wars against one another, in order to conquer other fish boxes and other little fish. The wars would be waged by their own little fish. They would teach their little fish that there was an enormous difference between themselves and the little fish belonging to the other sharks. Little fish, they would announce, are well known to be dumb, but they are silent in quite different languages and hence cannot possibly understand one another. Each little fish that killed a couple of other little fish in a war, enemy fishes, silent in their own language, would have a little medal made of seaweed pinned to it and be awarded the title of Hero.
“If sharks were people, there would, of course, also be art. There would be beautiful pictures, in which the sharks’ teeth would be portrayed in magnificent colours and their jaws as pure pleasure gardens, in which one could romp about splendidly. The theatres at the bottom of the sea would show heroic little fish swimming enthusiastically into the jaws of sharks, and the music would be so beautiful that to the accompaniment of its sounds, the orchestra leading the way, the little fish would stream dreamily into the sharks’ jaws, lulled by the most agreeable thoughts.
“There would also be a religion, if sharks were people. It would teach that little fish only really begin to live properly in the sharks’ stomachs.
“Furthermore, if sharks were people little fish would no longer be equal, as is the case now. Some would be given important offices and be placed above the others. Those who were a little bigger would even be allowed to eat up the smaller ones. That would be altogether agreeable for the sharks, since they themselves would more often get bigger bites to eat. And the bigger little fish, occupying their posts, would ensure order among the little fish, becoming teachers, officers, engineers in fish box construction, etc.
“In short, the sea would only begin to be civilized if sharks were people.”
(Excerpts by Stories of Mr Keuner)
Investment and business success in Tokyo.
As a reminder, keep in mind that this picture is available only for non-commercial use and that visible attribution is required. If you'd like to use this photo outside these terms, please contact me ahead of time to arrange for a paid license.
Seen at Hatfield The Forum are the two routes with new buses.
Both the E400s and the Evoras are very nice vehicles and were very pleasant to ride on around Hatfield. Featuring:
251 ADL Enviro 400 City YX17NPY
360 Volvo B8RLE/MCV Evora LF18AWH
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.
A few weeks ago, I have obtained a fine art printer, an Epson 3880, and heard some doubts from a number of people because you can order excellent prints at low prices online. Since then, I have spent much time, paper and ink learning color management, comparing and selecting papers (finally settling on Hahnemühle Fine Art Baryta which provides amazing surface, depth and haptics), identifying a process which renders the prints as I like them and figuring out how to nicely mount them borderless (went for Kapafix which is easy to handle). While I am still learning, I can say already now that seeing your own print on beautiful paper, in large format and with outstanding quality coming out of your own printer is extremely satisfying – this printer is certainly one of my better photographic investments, enabling me to own and control the entire process from capture to processing to the final print! :-)
New vehicles in mid Somerset are not that common, in both Southern National and First days. Representing the cross over period, ordered by Cawlett but delivered to First to Barbie spec is East Lancs bodied Dart 42831 T831RYC seen here in a Bridgwater bus station still under construction.
According to Standard and Poors, since last week Brazil is an investment grade country.
Like Rosario, I can not understand how a country is upgraded while most of their population have no access to potable water, sewage, schools and food. I wouldn't smile, either.
Location: Stone Town, Zanzibar.
Description: It is a city of brilliant sunshine and purple shadows… of dark entries and latticed windows… of mysterious stairways, and massive doors in grey walls which conceal one does not know what… of sun-streaked courtyards and glimpses of green gardens… of barred windows and ruined walls on which peacocks preen. It is a town of rich merchants and busy streets… of thronged market-places and clustered mansions. Over all there is the din of barter, of shouts from the harbour… the glamour of the sun, the magic of the sea and the rich fragrance of Eastern spices. This is Zanzibar!
This is also the last photo that I'll be posting from my Zanzibar series.
Click here for more information.
Click here to view this one large.
Equipment: Nikon D300 (Sigma 10-20mm)
Date: August 2008
They put all of their money together--saved over months and months and months--and bought a trampoline. We never thought we would have a trampoline in our yard, but their discipline and their working together made it too difficult to say no.
N560ES - Cessna C-560XL Citation Excel -
CAM Investments Inc.
at Toronto :Lester B. Pearson Airport (YYZ)
I had a few hours walking through Fraserburgh Harbour capturing as many vessels as I could on 19th April 2018, its a fine busy harbour and when the sun shines you can capture the trawlers etc at their best .
Fraserburgh Harbour is situated in Aberdeenshire in the North East corner of Scotland and is ideally positioned for the fishing grounds of the North and East of Scotland, as well as being in close proximity to the North Sea oil and gas fields and the emerging offshore renewables market. The location also makes it well placed for trade with Scandinavia and the Baltic sea ports.
Google and Wiki have the folowing info on this fine town.
Fraserburgh (/ˈfreɪzərbrə/; Scots: The Broch or Faithlie, Scottish Gaelic: A' Bhruaich) is a town in Aberdeenshire, Scotland with a population recorded in the 2001 Census at 12,454 and estimated at 12,630 in 2006.
It lies at the far northeast corner of Aberdeenshire, about 40 miles (64 km) north of Aberdeen, and 17 miles (27 km) north of Peterhead. It is the biggest shellfish port in Europe, landing over 12,000 tonnes in 2008, and is also a major white fish port and busy commercial harbour.
History
The name of the town means, literally, 'burgh of Fraser', after the Fraser family that bought the lands of Philorth in 1504 and thereafter brought about major improvement due to investment over the next century. Fraserburgh became a burgh of barony in 1546. By 1570, the Fraser family had built a castle (Fraserburgh Castle) at Kinnaird's Head and within a year the area church was built. By the 1590s the area known as Faithlie was developing a small harbour.
In 1592, Faithlie was renamed Fraserburgh by a charter of the Crown under King James VI. Sir Alexander Fraser was given permission to improve and govern the town as Lord Saltoun. At present this title is still in existence and is held by Flora Fraser, 20th Lady Saltoun and head of Clan Fraser. The Royal Charter also gave permission to build a college and university in Fraserburgh allowing the Lord Saltoun to appoint a rector, a principal, a sub-principal, and all the professors for teaching the different sciences.
A grant from the Scottish Parliament in 1595 allowed the first college building to be erected by Alexander Fraser, and in 1597 the General Assembly of the Church of Scotland recommended the Rev. Charles Ferme, then minister at the Old Parish, to be its first (and only) principal.
In 1601, Fraserburgh became a burgh of regality. The college, however, closed only a decade or so after Ferme's arrest on the orders of James VI for taking part in the 1605 General Assembly, being used again only for a short time in 1647 when King's College, Aberdeen temporarily relocated owing to an outbreak of plague. A plaque commemorating its existence may be seen on the exterior wall of the remains of the Alexandra Hotel in College Bounds.
Fraserburgh thereafter remained relatively quiet until 1787 when Fraserburgh Castle was converted to Kinnaird Head Lighthouse, Scotland's first mainland lighthouse. In 1803, the original 1571 church building was replaced and enlarged to seat 1000 people. The Auld Kirk was to be the standing authority in the town up until the 1840s.
The Statistical Account on the Parish of Fraserburgh, written between 1791–1799 (probably 1791) by Rev. Alexander Simpson of the Old Parish Church, shows that the population of Fraserburgh was growing with peaks due to seasonal employment. He records a population of about 2000 in 1780 of whom only 1000 resided in the town.
There was an additional population of 200 in the village of Broadsea. He makes a point of the arrival of Dr. Webster in Fraserburgh in 1755 claiming that the population then only stood at 1682. By the time the account was written the population had increased by 518 souls since 1755. Rev. Simpson also gives accounts of deaths, births and marriages. Between 1784-1791, he claims to have an average of 37 baptisms, 14 marriages and 19 deaths per year. The statistical account mentions activities with the harbour. He describes the harbour as small but good, telling that it had the capability to take vessels with '200 tons burden' at the time the account was written.
The account also mentions that Fraserburgh had tried and succeeded in shipbuilding especially after 1784. His account finishes speaking of a proposed enlargement of the harbour. He claims that the local people would willingly donate what they could afford but only if additional funding was provided by the Government and Royal Burghs.
The second statistical account, written as a follow up to the first of the 1790s, was written in January 1840 by Rev. John Cumming. He records population in 1791 as 2215 growing to only 2271 by 1811, but increasing massively to 2954 by 1831. He considered the herring fishing, which intensified in 1815, to be the most important reason for this population boom. By 1840 he writes that seamen were marrying early with 86 marriages and 60 births in the parish in the space of one year. On top of this increased population, he explains that the herring season seen an additional 1200 people working in the Parish. There is also mention of the prosperity of this trade bringing about an increase in general wealth with a change in both dress and diet. Cumming also records 37 illegitimate children from 1837–1840 although he keeps no record of death.
The prosperity of the economy also brought about improvement within the town with a considerable amount of new houses being built in the town. The people were gaining from the herring industry as in real terms rent fell by 6% from 1815 to 1840. Lord Saltoun was described as the predominant land owner earning £2266,13s,4d in rents.
This period also saw the extension of the harbour with a northern pier of 300 yards built between 1807–1812 and, in 1818, a southern pier built by Act of Parliament. Cumming states that no less than £30,000 was spent developing the harbour between 1807 and 1840 by which time the harbour held eight vessels of 45–155 tons and 220 boats of the herring fishery.
A railway station opened in 1865 and trains operated to Aberdeen via Maud and Dyce, as well as a short branch line to St. Combs. It was, however, closed to passengers in 1965 as part of the Beeching cuts, though freight trains continued to operate until 1979, after which the station site was redeveloped. Currently, the closest operating station is Inverurie, 56 km (35 miles) away.
Climate[
Fraserburgh has a marine climate heavily influenced by its proximity to the sea. As such summer highs and winter lows are heavily moderated, with very mild winter temperatures for a location so far north. The differences between seasons are very narrow as a result, with February averaging highs of 6.7 °C (44.1 °F) and August 17.2 °C (63.0 °F).[6] As a result of its marine influence, there is significant seasonal lag, with September being milder than June and October has slightly milder nights than May, in spite of a massive difference of daylight. The climate is overcast and wet with 1351.8 hours of sunshine. Temperature extremes have ranged from 26.6.C (July 1995) down to -14.4.C (February 1991) 747.7 millimetres (29.44 in) of precipitation per annum.
McGill’s investment
McGill’s has placed an order with Pelican Bus and Coach for 22 Yutong E12 battery-electric buses. The operator says the order marks the beginning of a phase-out of diesel purchases in an effort to respond to the air quality and climate crisis.
The 12m zero-emission buses will be delivered in the third quarter of 2021. Each vehicle has been specified with the 422kW/h battery pack, which Pelican claims is capable of daily operational range of over 300km on a single charge. The delivery is aided by the Scottish Ultra Low Emission Bus Scheme.
When this order was announced, there was some mutterings on social media about the wisdom of purchasing these Chinese built buses over buses made locally in Scotland or indeed the United Kingdom itself, especially as Alexander Dennis announced recently that it’ll be commencing chassis production of both BYD electric single and double-deckers at its factories, rather than import the chassis from BYD’s overseas plants. On top of that, there’s Switch Mobility’s (what used to be Optare) offerings and the new owners of what was Wrightbus (Bamford Bus Company) promising a new ‘best in class’ electric double-decker. Hopefully, it’ll do better than the Streetair, which completely flopped.
However as a commercial business, McGill’s is perfectly entitled to purchase what buses it feels best suits its needs and these buses can only help reduce emissions. They’ll be the first such standard service buses of the type in the country. There is already one running at Whitelees Wind Farm, taking visitors around the site.
Whilst Alexander Dennis Limited (ADL) may have disappointed to have missed out on that initial order, it was no doubt cheered by the news a further order by McGill’s group will see its recently acquired Xplore Dundee fleet receive 12 BYD ADL Enviro400EV double-deckers, while a single BYD ADL Enviro200EV will join the 22 previously-announced Yutong E12s in the McGill’s Buses fleet at Johnstone depot.
The single-deckers are to be used on a route between Glasgow and Johnstone and will apparently wear a new livery scheme. Xplore Dundee will deploy its Enviro400EVs to service 28 between Myrekirk and Douglas via the city centre. They will be known as Electric Emeralds. The double-deckers will be the first such buses in the fleet and possibly in Scotland. There was rumours that Lothian Buses had ordered some of the type too but I’ve not seen it confirmed officially.
All the battery-electric buses and infrastructure are to be delivered in the second half of 2021, ahead of the planned - at the moment as it should have happened last year - COP26 summit in Glasgow on 1-12 November. First Glasgow is also expecting its Enviro 200EVs by then also.
In addition to the confirmed battery-electric bus orders, McGill’s says that it is in “advanced talks with a variety of partners” to bring 12 hydrogen fuel cell-electric examples into the Xplore Dundee fleet. They are due to arrive “in the next 12 months.” Dundee is part of the European Union JIVE 2 hydrogen bus project. When the addition of Dundee to JIVE2 was announced, an ADL Enviro 400FCEV was shown but as of yet, the only hydrogen powered double-deckers to enter service have been the Bamford Bus Company’s Streetdeck FCEVs.
This significant investment shows McGill’s commitment to de-carbonising its fleet. On top of these new buses, McGill’s runs a very modern diesel fleet, seen here by I4200 (YX19OTA) branded for services to Erskine.
Édifice de la compagnie Duke Investments Limited, construit vers 1927 dans le style néo-classique. 297 rue Duke
2014_IMG_33207
20
London is the capital and most populous city of England and the United Kingdom. Standing on the River Thames (which can be seen clearly here), in the south east of the island of Great Britain, London has been a major settlement for two millennia. It was founded by the Romans, who named it Londinium. London's ancient core, the City of London (upper left), largely retains its 1.12-square-mile (2.9 km2) medieval boundaries. Since at least the 19th century, "London" has also referred to the metropolis around this core, historically split between Middlesex, Essex, Surrey, Kent, and Hertfordshire, which today largely makes up Greater London, governed by the Mayor of London and the London Assembly.
London is a leading global city in the arts, commerce, education, entertainment, fashion, finance, healthcare, media, professional services, research and development, tourism, and transportation. It is crowned as the world's largest financial centre and has the fifth- or sixth-largest metropolitan area GDP in the world. London is a world cultural capital. It is the world's most-visited city as measured by international arrivals and has the world's largest city airport (at the bottom of the picture) system measured by passenger traffic. London is the world's leading investment destination, hosting more international retailers and ultra high-net-worth individuals than any other city. London's universities form the largest concentration of higher education institutes in Europe. In 2012, London became the first city to have hosted the modern Summer Olympic Games three times.
London has a diverse range of people and cultures, and more than 300 languages are spoken in the region. Its estimated mid-2015 municipal population (corresponding to Greater London) was 8,673,713, the largest of any city in the European Union, and accounting for 12.5% of the UK population. London's urban area is the second most populous in the EU, after Paris, with 9,787,426 inhabitants at the 2011 census. The city's metropolitan area is the most populous in the EU with 13,879,757 inhabitants, while the Greater London Authority states the population of the city-region (covering a large part of the south east) as 22.7 million. The city-region therefore has a similar land area and population to that of the New York metropolitan area. London was the world's most populous city from around 1831 to 1925.
London contains four World Heritage Sites: the Tower of London; Kew Gardens; the site comprising the Palace of Westminster, Westminster Abbey, and St Margaret's Church; and the historic settlement of Greenwich (in which the Royal Observatory, Greenwich marks the Prime Meridian, 0° longitude, and GMT). Other famous landmarks include Buckingham Palace, the London Eye, Piccadilly Circus, St Paul's Cathedral, Tower Bridge, Trafalgar Square, and The Shard. London is home to numerous museums, galleries, libraries, sporting events, and other cultural institutions, including the British Museum, National Gallery, Natural History Museum, Tate Modern, British Library, and West End theatres. The London Underground is the oldest underground railway network in the world.