View allAll Photos Tagged Maximizer
Ilene S. Gordon, Chairman, President and Chief Executive Officer,.Ingredion, USA at the Annual Meeting 2017 of the World Economic Forum in Davos, January 19, 2017
Copyright by World Economic Forum / Christian Clavadetscher
Gonzalo Benetti Hernández, Advisory Council, Rosario Hub, Argentina,
Sikander Bizenjo, Advisory Council, Karachi Hub, Pakistan, Katie Hoeflinger, Specialist, North America and Caribbean, Global Shapers Community, World Economic Forum
speaking Workshop: Maximizing Hub Recruitment and Diversity at the Global Shapers Annual Summit 2022 in Geneva, Switzerland, 3 September, Copyright: World Economic Forum/Pascal Bitz
name: Dawn Lagerstedt
school: Washington Elementary 4th and 5th Grade
town:Schiller Park
state: Illinois
29525 Tudor Way Magnolia, TX 77355
www.heritagetexas.com/property/48265106/29525-tudor-way-m...
This log retreat located on a serene 9+ acre fenced property was designed to maximize it’s potential with an appropriately scaled yet fully equipped modern home. The double tongue and groove log construction is beautifully accented by hand hewn log beams, railings, large windows, and impressive vaulted ceilings offering scale and charm. Despite the quaint quality of the exterior an expansive interior awaits………
The open main level features a well equipped mudroom, chef’s kitchen, stainless steel appliances, granite counter tops, large dining area, sitting areas, master suite, and great room with an open floor plan. All of which open to unobstructed views of the surrounding
pine and oak forest, a wraparound deck, sauna, hot tub, and terraced patio.
The main level master suite features a luxurious and meticulously detailed bathroom and large walk in closet. Noteworthy features include custom designed and built cabinetry and closet systems with an abundance of hidden storage space.
The upper level features an open game room, views from every room, two large guest suites each with spacious walk-in closets and attached bathrooms. This retreat also includes a large air conditioned shop and separate living quarters.
The careful planning, creative design, and intense attention to detail make it this a highly sought after country retreat near the city.
Contact for listing details:
www.heritagetexas.com/property/48265106/29525-tudor-way-m...
Maximize image or View LARGE image
This is a historical moment for me. With over 900 photos in my photostream, this is my very first sunrise photo. I’ve lived on the lakeshore for over 10 years now and I never snapped a sunrise. Weekdays, I am up early but have to go to work. And on weekends I prefer to sleep in. I am off today and decided to get my sleepy butt out of bed early – LOL!
A view from my neighbor’s beach. No cropping or processing.
Lake Erie – Ashtabula Ohio. April 2, 2010
29525 Tudor Way Magnolia, TX 77355
www.heritagetexas.com/property/48265106/29525-tudor-way-m...
This log retreat located on a serene 9+ acre fenced property was designed to maximize it’s potential with an appropriately scaled yet fully equipped modern home. The double tongue and groove log construction is beautifully accented by hand hewn log beams, railings, large windows, and impressive vaulted ceilings offering scale and charm. Despite the quaint quality of the exterior an expansive interior awaits………
The open main level features a well equipped mudroom, chef’s kitchen, stainless steel appliances, granite counter tops, large dining area, sitting areas, master suite, and great room with an open floor plan. All of which open to unobstructed views of the surrounding
pine and oak forest, a wraparound deck, sauna, hot tub, and terraced patio.
The main level master suite features a luxurious and meticulously detailed bathroom and large walk in closet. Noteworthy features include custom designed and built cabinetry and closet systems with an abundance of hidden storage space.
The upper level features an open game room, views from every room, two large guest suites each with spacious walk-in closets and attached bathrooms. This retreat also includes a large air conditioned shop and separate living quarters.
The careful planning, creative design, and intense attention to detail make it this a highly sought after country retreat near the city.
Contact for listing details:
www.heritagetexas.com/property/48265106/29525-tudor-way-m...
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Supermarine Seafire was a naval version of the Supermarine Spitfire adapted for operation from aircraft carriers. It was analogous in concept to the Hawker Sea Hurricane, a navalized version of the Spitfire's stablemate, the Hawker Hurricane. The name Seafire was derived from the abbreviation of the longer name Sea Spitfire.
The idea of adopting a navalized, carrier-capable version of the Supermarine Spitfire had been mooted by the Admiralty as early as May 1938. Despite a pressing need to replace various types of obsolete aircraft that were still in operation with the Fleet Air Arm (FAA), some opposed the notion, such as Winston Churchill, although these disputes were often a result of an overriding priority being placed on maximizing production of land-based Spitfires instead. During 1941 and early 1942, the concept was again pushed for by the Admiralty, culminating in an initial batch of Seafire Mk Ib fighters being provided in late 1941, which were mainly used for pilots to gain experience operating the type at sea. While there were concerns over the low strength of its undercarriage, which had not been strengthened like many naval aircraft would have been, its performance was found to be acceptable.
From 1942 onwards, further Seafire models were quickly ordered, including the first operationally-viable Seafire F Mk III variant. This led to the type rapidly spreading throughout the FAA. In November 1942, the first combat use of the Seafire occurred during Operation Torch, the Allied landings in North Africa. In July 1943, the Seafire was used to provide air cover for the Allied invasion of Sicily; and reprised this role in September 1943 during the subsequent Allied invasion of Italy. During 1944, the type was again used in quantity to provide aerial support to Allied ground forces during the Normandy landings and Operation Dragoon in Southern France. During the latter half of 1944, the Seafire became a part of the aerial component of the British Pacific Fleet, where it quickly proved to be a capable interceptor against the feared kamikaze attacks by Japanese pilots which had become increasingly common during the final years of the Pacific War. Several Seafire variants were produced during WWII, more or less mirroring the development of its land-based ancestor.
The Seafire continued to be used for some time after the end of the war, and new, dedicated versions were developed and exported. The FAA opted to promptly withdraw all of its Merlin-powered Seafires and replace them with Griffon-powered counterparts. The type saw further active combat use during the Korean War, in which FAA Seafires performed hundreds of missions in the ground attack and combat air patrol roles against North Korean forces during 1950. The Seafire was withdrawn from FAA service during the 1950s and was replaced by the newer Hawker Sea Fury, the last piston engine fighter to be used by the service, along with the first generation of jet-propelled naval fighters, such as the de Havilland Vampire, Supermarine Attacker, and Hawker Sea Hawk.
After WWII, the Royal Canadian Navy and French Aviation Navale also obtained Seafires to operate from ex-Royal Navy aircraft carriers. France received a total of 140 Seafires of various versions from 1946 on, including 114 Seafire Mk IIIs in two tranches (35 of them were set aside for spare part) until 1948, and these were followed in 1949 by fifteen Mk. 15 fighters and twelve FR Mk. 23 armed photo reconnaissance aircraft. Additionally, twenty land-based Mk. IXs were delivered to Naval Air Station Cuers-Pierrefeu as trainers.
The Seafire Mk. 23 was a dedicated post-war export version. It combined several old and new features and was the final “new” Spitfire variant to be powered by a Merlin engine, namely a Rolls-Royce Merlin 66M with 1,720 hp (1,283 kW) that drove a four-blade propeller. The Mk. 23 was originally built as a fighter (as Seafire F Mk. 23), but most machines were delivered or later converted with provisions for being fitted with two F24 cameras in the rear fuselage and received the service designation FR Mk. 23 (or just FR.23). Only 32 of this interim post-war version were built by Cunliffe-Owen, and all of them were sold to foreign customers.
Like the Seafire 17, the 23 had a cut-down rear fuselage and teardrop canopy, which afforded a better all-round field of view than the original cockpit. The windscreen was modified, too, to a rounded section, with narrow quarter windows, rather than the flat windscreen used on land-based Spitfires. As a novel feature the Seafire 23 featured a "sting" arrestor hook instead of the previous V-shaped ventral arrangement.
The fuel capacity was 120 gal (545 l) distributed in two main forward fuselage tanks: the lower tank carried 48 gal (218 l) while the upper tank carried 36 gal (163 l), plus two fuel tanks built into the leading edges of the wings with capacities of 12.5 (57 l) and 5.5 gal (25 l) respectively. It featured a reinforced main undercarriage with longer oleos and a lower rebound ratio, a measure to tame the deck behavior of the Mk. 15 and reducing the propensity of the propeller tips "pecking" the deck during an arrested landing. The softer oleos also stopped the aircraft from occasionally bouncing over the arrestor wires and into the crash barrier.
The wings were taken over from the contemporary Spitfire 21 and therefore not foldable. However, this saved weight and complexity, and the Seafire’s compact dimensions made this flaw acceptable for its operators. The wings were furthermore reinforced, with a stronger main spar necessitated by the new undercarriage, and as a bonus they were able to carry heavier underwing loads than previous Seafire variants. This made the type not only suitable for classic dogfighting (basic armament consisted of four short-barreled 20 mm Hispano V cannon in the outer wings), but also for attack missions with bombs and unguided rockets.
The Seafire’s Aéronavale service was quite short, even though they saw hot battle duty. 24 Mk. IIIs were deployed on the carrier Arromanches in 1948 when it sailed for Vietnam to fight in the First Indochina War. The French Seafires operated from land bases and from Arromanches on ground attack missions against the Viet Minh before being withdrawn from combat operations in January 1949.
After returning to European waters, the Aéronavale’s Seafire frontline units were re-equipped with the more modern and capable Seafire 15s and FR 23s, but these were also quickly replaced by Grumman F6F Hellcats from American surplus stock, starting already in 1950. The fighters were retired from carrier operations and soon relegated to training and liaison duties, and eventually scrapped. However, the FR.23s were at this time the only carrier-capable photo reconnaissance aircraft in the Aéronavale’s ranks, so that these machines remained active with Flottille 1.F until 1955, but their career was rather short, too, and immediately ended when the first naval jets became available and raised the performance bar.
General characteristics:
Crew: 1
Length: 31 ft 10 in (9.70 m)
Wingspan: 36 ft 10 in (11.23 m)
Height: 12 ft 9 in (3.89 m) tail down with propeller blade vertical
Wing area: 242.1 ft² (22.5 m²)
Empty weight: 5,564 lb (2,524 kg)
Gross weight: 7,415 lb (3,363 kg)
Powerplant:
1× Rolls-Royce Merlin 66M V-12 liquid-cooled piston engine,
delivering 1,720 hp (1,283 kW) at 11,000 ft and driving a 4-bladed constant-speed propeller
Performance:
Maximum speed: 404 mph (650 km/h) at 21,000 ft (6,400 m)
Cruise speed: 272 mph (438 km/h, 236 kn)
Range: 493 mi (793 km) on internal fuel at cruising speed
965 mi (1,553 km) with 90 gal drop tank
Service ceiling: 42,500 ft (12,954 m)
Rate of climb: 4,745 ft/min (24.1 m/s) at 10,000 ft (3,048 m)
Time to altitude: 20,000 ft (6,096 m) in 8 minutes 6 seconds
Armament:
4× 20 mm Hispano V cannon; 175 rpg inboard, 150 rpg outboard
Hardpoints for up to 2× 250 lb (110 kg) bombs (outer wings), plus 1× 500 lb (230 kg) bomb
(ventral hardpoint) or drop tanks, or up to 8× "60 lb" RP-3 rockets on zero-length launchers
The kit and its assembly:
This build was another attempt to reduce The Stash. The basis was a Special Hobby FR Mk. 47, which I had originally bought as a donor kit: the engine housing bulges of its Griffon engine were transplanted onto a racing P-51D Mustang. Most of the kit was still there, and from this basis I decided to create a fictional post-WWII Seafire/Spitfire variant.
With the Griffon fairings gone a Merlin engine was settled, and the rest developed spontaneously. The propeller was improvised, with a P-51D spinner (Academy kit) and blades from the OOB 5-blade propeller, which are slightly deeper than the blades from the Spitfire Mk. IX/XVI prop. In order to attach it to the hull and keep it movable, I implanted my standard metal axis/styrene tube arrangement.
With the smaller Merlin engine, I used the original, smaller Spitfire stabilizers but had to use the big, late rudder, due to the taller fin of the post-ware Spit-/Seafire models. The four-spoke wheels also belong to an earlier Seafire variant. Since it was an option in the kit, I went for a fuselage with camera openings (the kit comes with two alternative fuselages as well as a vast range of optional parts for probably ANY late Spit- and Seafire variant – and also for many fictional hybrids!), resulting in a low spine and a bubble canopy, what gives the aircraft IMHO very sleek and elegant lines. In order to maintain this impression I also used the short cannon barrels from the kit. For extended range on recce missions I furthermore gave the model the exotic underwing slipper tanks instead of the optional missile launch rail stubs under the outer wing sections. Another mod is the re-installment of the small oil cooler under the left wing root from a Spitfire Mk. V instead of the symmetrical standard radiator pair – just another subtle sign that “something’s not right” here.
Painting and markings:
The decision to build this model as a French aircraft was inspired by a Caracal Decals set with an Aéronavale Seafire III from the Vietnam tour of duty in 1948, an aircraft with interesting roundels that still carried British FAA WWII colors (Dark Slate Grey/Dark Sea Grey, Sky). Later liveries of the type remain a little obscure, though, and information about them is contradictive. Some profiles show French Seafires in British colors, with uniform (Extra) Dark Sea Grey upper and Sky lower surfaces, combined with a high waterline – much like contemporary FAA aircraft like the Sea Fury. However, I am a bit in doubt concerning the Sky, because French naval aircraft of that era, esp. recce types like the Shorts Sunderland or PBY Catalina, were rather painted in white or very light grey, just with uniform dark grey upper surfaces, reminding of British Coastal Command WWII aircraft.
Since this model would be a whif, anyway, and for a pretty look, I adopted the latter design, backed by an undated profile of a contemporary Seafire Mk. XV from Flottille S.54, a training unit, probably from the Fifties - not any valid guarantee for authenticity, but it looks good, if not elegant!
Another option from that era would have been an all-blue USN style livery, which should look great on a Spitfire, too. But I wanted something more elegant and odd, underpinning the bubbletop Seafire’s clean lines.
I settled for Extra Dark Sea Grey (Humbrol 123) and Light Grey (FS. 36495, Humbrol 147) as basic tones, with a very high waterline. The spinner was painted yellow, the only colorful marking. Being a post-war aircraft of British origin, the cockpit interior was painted in black (Revell 09, anthracite). The landing gear wells became RAF Cockpit Green (Humbrol 78), while the inside of the respective covers became Sky (Humbrol 90) – reflecting the RAF/FAA’s post-war practice of applying the external camouflage paint on these surfaces on Spit-/Seafires, too. On this specific aircraft the model displays, just the exterior had been painted over by the new operator. Looks weird, but it’s a nice detail.
The roundels came from the aforementioned 1948 Seafire Mk. III, and their odd design – esp. the large ones on the wings, and only the fuselage roundels carry the Aéronavale’s anchor icon and a yellow border – creates a slightly confusing look. Unfortunately, the roundels were not 100% opaque, this became only apparent after their application, and they did not adhere well, either.
The tactical code had to be improvised with single, black letters of various sizes – they come from a Hobby Boss F4F USN pre-WWII Wildcat, but were completely re-arrenged into the French format. The fin flash on the rudder had to be painted, with red and blue paint, in an attempt to match the decals’ tones, and separated by a white decal stripe. The anchor icon on the rudder had to be printed by myself, unfortunately the decal on the bow side partly disintegrated. Stencils were taken from the Special Hobby kit’s OOB sheet.
The model received a light black ink washing, post-panel shading with dry-brushing and some soot stains around the exhausts, but not too much weathering, since it would be relatively new. Finally, everything was sealed with matt acrylic varnish.
A relatively quick and simple build, and the Special Hobby kit went together with little problems – a very nice and versatile offering. The mods are subtle, but I like the slender look of this late Spitfire model, coupled with the elegant Merlin engine – combined into the fictional Mk. 23. The elegant livery just underlines the aircraft’s sleek lines. Not spectacular, but a pretty result.
Fans of the original cult classic movie “Gone In Sixty Seconds” will need no introduction to its creator, star, chief stuntman and producer-director Toby Halicki. A true old-school Hollywood maverick, the man lovingly dubbed “the car crash king” was as eccentric as any character ever to stand on either side of a movie camera. He was also the owner of a legendary collection of toys, cars and automobilia, with a warehouse full of all three serving as both his refuge and his business office.
With a fleet that ran the gamut from Ferraris to antique Stutz roadsters, it should be no surprise that he also was the proud owner of a well-known 1949 Mercury custom, an iconic California custom that was, and remains, every bit as old school as Halicki himself. Built by rodder Ed Rowlett in 1969 on a solid low-mileage original, this 1949 Merc has all the right touches: frenched headlights, lowered tail lights, a molded grille opening filled with ’54 Desoto chrome, and dazzling flamed paint. All the emblems and trim were removed, the body seams filled, all door, trunk and hood corners were rounded and a set of ’47 Lincoln pushbutton door handles added to maximize the car’s super-clean lines. Remote-control spotlights and spinner hubcaps on wide Whitewalls continue the fifties customizing theme, as does the masterful pinstriping both inside and out.
Tuck and roll was the only way to go way back when, and this car is no exception, with Red-on-Black seats and door panels providing righteous comfort for cruising. A full set of gauges flanks the stock speedometer, with plenty of other custom touches inside.
Beneath the flamed hood beats a balanced and blueprinted 327 Chevy smallblock with a torquey RV-spec camshaft, 4-barrel carb, polished aluminum intake and color-keyed Edelbrock finned valve covers. The manual transmission packs a set of Lincoln Zephyr gears.
After years in storage since Halicki’s untimely death in 1989, the car was completely refreshed and returned to its 1969 form- clean, sweet and low. It is now a six-time attendee at the famous Paso Robles Cruise-In, where it is always a fan favorite, and it will be sold with all accompanying documentation, including numerous magazine articles and its own original “KOOL 49” license plates.
EVOLVE MAXIMIZE. EXPAND. ACTIVATE
Create Your Vision of a Better You For a Beautiful Life Live a Richer, Happier and Golden Life Style. For more info visit: evolvedlifevisions.com
Become Certified
Achieve your own profitable business safeguarded by our professional, experienced network
Clear, Comprehensive Certification gives you a recognized Life Coaching Accreditation within 6 weeks!
Certification in Evolved Visualization Techniques TM
Evolved Life Visions is an A rated member of WAOLS - World Alliance of Life coaches and Stylists.
Evolved Life Visions supports accreditation programs including those of the ICF - International Coaching Federation
Evolved Guided Visualization Techniques TM - GVT - is an accredited training program
Media and Experts - Say What!?
The latest reports from leading Universities arousing great worldwide media interest shows that neurosciences research proves that Visualization Techniques TM trick your brain into transforming your thoughts and behavior!
This means that when you have a clear Vision of what your want to Maximize and Achieve in your life you will be able to attain it.
Or social Platform
business.facebook.com/Evolved-Life-Visions-386232031583114/
plus.google.com/u/0/103901643902261086078
www.linkedin.com/in/nicole-harcourt-9351a9ab
www.pinterest.com/evolvedlifevisi/
www.youtube.com/channel/UCIwm6uaEbL1-txikirmrNvw
evolvedlifevisionsltd.tumblr.com/
www.dailymotion.com/evolvedlifevisions
www.flickr.com/photos/138201185@N07/
EVOLVE MAXIMIZE. EXPAND. ACTIVATE
Create Your Vision of a Better You For a Beautiful Life Live a Richer, Happier and Golden Life Style. For more info visit: evolvedlifevisions.com
Become Certified
Achieve your own profitable business safeguarded by our professional, experienced network
Clear, Comprehensive Certification gives you a recognized Life Coaching Accreditation within 6 weeks!
Certification in Evolved Visualization Techniques TM
Evolved Life Visions is an A rated member of WAOLS - World Alliance of Life coaches and Stylists.
Evolved Life Visions supports accreditation programs including those of the ICF - International Coaching Federation
Evolved Guided Visualization Techniques TM - GVT - is an accredited training program
Media and Experts - Say What!?
The latest reports from leading Universities arousing great worldwide media interest shows that neurosciences research proves that Visualization Techniques TM trick your brain into transforming your thoughts and behavior!
This means that when you have a clear Vision of what your want to Maximize and Achieve in your life you will be able to attain it.
Or social Platform
business.facebook.com/Evolved-Life-Visions-386232031583114/
plus.google.com/u/0/103901643902261086078
www.linkedin.com/in/nicole-harcourt-9351a9ab
www.pinterest.com/evolvedlifevisi/
www.youtube.com/channel/UCIwm6uaEbL1-txikirmrNvw
evolvedlifevisionsltd.tumblr.com/
www.dailymotion.com/evolvedlifevisions
www.flickr.com/photos/138201185@N07/
EVOLVE MAXIMIZE. EXPAND. ACTIVATE
Create Your Vision of a Better You For a Beautiful Life Live a Richer, Happier and Golden Life Style. For more info visit: evolvedlifevisions.com
Become Certified
Achieve your own profitable business safeguarded by our professional, experienced network
Clear, Comprehensive Certification gives you a recognized Life Coaching Accreditation within 6 weeks!
Certification in Evolved Visualization Techniques TM
Evolved Life Visions is an A rated member of WAOLS - World Alliance of Life coaches and Stylists.
Evolved Life Visions supports accreditation programs including those of the ICF - International Coaching Federation
Evolved Guided Visualization Techniques TM - GVT - is an accredited training program
Media and Experts - Say What!?
The latest reports from leading Universities arousing great worldwide media interest shows that neurosciences research proves that Visualization Techniques TM trick your brain into transforming your thoughts and behavior!
This means that when you have a clear Vision of what your want to Maximize and Achieve in your life you will be able to attain it.
Or social Platform
business.facebook.com/Evolved-Life-Visions-386232031583114/
plus.google.com/u/0/103901643902261086078
www.linkedin.com/in/nicole-harcourt-9351a9ab
www.pinterest.com/evolvedlifevisi/
www.youtube.com/channel/UCIwm6uaEbL1-txikirmrNvw
evolvedlifevisionsltd.tumblr.com/
www.dailymotion.com/evolvedlifevisions
www.flickr.com/photos/138201185@N07/
EVOLVE MAXIMIZE. EXPAND. ACTIVATE
Create Your Vision of a Better You For a Beautiful Life Live a Richer, Happier and Golden Life Style. For more info visit: evolvedlifevisions.com
Become Certified
Achieve your own profitable business safeguarded by our professional, experienced network
Clear, Comprehensive Certification gives you a recognized Life Coaching Accreditation within 6 weeks!
Certification in Evolved Visualization Techniques TM
Evolved Life Visions is an A rated member of WAOLS - World Alliance of Life coaches and Stylists.
Evolved Life Visions supports accreditation programs including those of the ICF - International Coaching Federation
Evolved Guided Visualization Techniques TM - GVT - is an accredited training program
Media and Experts - Say What!?
The latest reports from leading Universities arousing great worldwide media interest shows that neurosciences research proves that Visualization Techniques TM trick your brain into transforming your thoughts and behavior!
This means that when you have a clear Vision of what your want to Maximize and Achieve in your life you will be able to attain it.
Or social Platform
business.facebook.com/Evolved-Life-Visions-386232031583114/
plus.google.com/u/0/103901643902261086078
www.linkedin.com/in/nicole-harcourt-9351a9ab
www.pinterest.com/evolvedlifevisi/
www.youtube.com/channel/UCIwm6uaEbL1-txikirmrNvw
evolvedlifevisionsltd.tumblr.com/
www.dailymotion.com/evolvedlifevisions
www.flickr.com/photos/138201185@N07/
In Video #1, we shared with you the raw power of Forex Joe's proprietary 'Bias & Key' levels... (that have been called by some traders 'Magical' in their ability to predict support and resistance turning points.
forexrobotrading.com/ou-forex-mastery-review/
In video #2, we showed you the powerful indicators that Gary has created, and that run off of Joe's Bias & Key numbers, giving you clear and easy to read visuals of how to trade these levels and that make up our M3 Forex Navigator software.
Now you're about to be blown away with something NEW.
In video #3, the third member of the Forex Mastery team, Bill Tainter is going to walk you through the third and final piece of the system called the Forex 'Market Scanner'...
They custom built the Market Scanner, as a result of direct feedback from Forex traders they surveyed before they began this project.
forexrobotrading.com/ou-forex-mastery-review
And because traders said they wanted a 'Visual dashboard' of all the different trade setups that could be potentially setting up out there -- without spending hours a day to do it!
But don't be FOOLED by its simplicity.
The Market Scanner runs of the same powerful information that the M3 Navigator is using, but gives you a quick at a glance representation of what you should (and should not) be looking at.
Imagine how POWERFUL it would be if technology could be used to continually scan the Forex markets, according to proven methods above...
- No More Staring at Charts
- No More Missing Potential Trade Setups
- Like 'Training Wheels' to teach you
- Maximizes the FULL POWER of the system
- In an easy to read 'Market Dashboard'
This is the MOST EXCITING video yet! What else is there to say. Go watch the Forex Mastery videos.
See my main account for my photography, videos, fractal images and more here: www.flickr.com/photos/josh-rokman/
Made with the Bing Image Creator, powered by DALL-E 3.
I think that AI image generation is similar in many ways to photography. The camera itself handles all the fine details, but the photographer is in charge of curating the types of images that will be created.
Ultimately, it is all about maximizing the probability that something good will be created.
This is very similar to AI image generation, in terms of the skills involved and what the human does vs. what the machine does.
You can't compare AI image generation to the process of actually making these images from scratch with 3D software or paint/pencils, where the human controls every detail.
However, I think the process really is very similar to that of photography, as I made the case for above.
- Josh
Roy and Santana Townsend of San Felipe Pueblo, NM have checked in with the Five Sandoval Indian Pueblos, Inc. (Five Sandoval) food distribution center staff to ensure they are approved; made their selections, then put their selection of foods staples and checklist on the counter to be registered by a clerk, in Bernalillo, NM, on September 10, 2019.
The foods include USDA Foods from the U.S. Department of Agriculture (USDA) Food and Nutrition Service (FNS).
Five Sandoval distributes food to those in need; supplying nutritious and culturally respectful foods to the community. Other forms of distribution include tailgate pick-up points; and home delivery for those who are homebound. The scope and range of Five Sandoval includes households in the five Pueblos of Cochiti, Jemez, Sandia, Santa Ana and Zia, and its surrounding tribal and non-tribal communities.
For almost 50 years, Five Sandoval has enhanced the lives of tribal members through the important and longstanding services. Five Sandoval does this by sustaining and evolving their services and programs by offering employment, education, human and health services. The services are provided in such a manner that the values of tribal sovereignty, traditional culture, and community integrity are respected and preserved. Five Sandoval is proud to be a primary resource to the communities and are committed to partnering with both, tribal and non-tribal entities to maximize the opportunities for the people served. For more information, please see: fsipinc.org/about-five-sandoval
The Five Sandoval Food Distribution Program is a federal program that provides USDA food assistance to Native American and non-Native American households living on a reservation and to households living in designated areas near a reservation that contain at least one person who is a member of a federally recognized tribe. For more information, please see fsipinc.org/food-distribution, and click on the brochure link.
The USDA Food Distribution Program on Indian Reservations (FDPIR) provides USDA Foods to income-eligible households living on Indian reservations and to Native American households residing in designated areas near reservations or in Oklahoma. USDA distributes both food and administrative funds to participating Indian Tribal Organizations and state agencies to operate FDPIR. These Indian Tribal Organizations and state agencies determine applicant eligibility, distribute the foods, and provide nutrition education to recipients. For more information, please see fns.usda.gov/fdpir/fdpir-fact-sheet.
The FNS mission is to increase food security and reduce hunger by providing children and low-income people access to food, a healthful diet and nutrition education in a way that supports American agriculture and inspires public confidence. For more information, please see: fns.usda.gov
USDA Photos by Lance Cheung with permission of Five Sandoval and Pueblo of Isleta.
Ilene S. Gordon, Chairman, President and Chief Executive Officer,.Ingredion, USA at the Annual Meeting 2017 of the World Economic Forum in Davos, January 19, 2017
Copyright by World Economic Forum / Christian Clavadetscher
The Tokyo office of multinational recruitment specialists CDS, was an opportunity to maximize the value of their existing two-story premises and transform it into an efficient and modern workplace on the floor above with an attractive facility for meetings and interviews below.
The company’s globally diverse workforce challenged us to create a more collaborative work space straddling Western and Japanese office cultures. As is typical in Japan, staff work long hours at their desks, but they are highly engaged amongst their specialist teams. We challenged our client to break free the old cubicle culture by creating greater transparency to foster spontaneous communication, as well a diversity of relaxed work and meeting spaces. The central copy/meeting point fosters short team huddles; the generous window sofa area encourages casual meetings away from the desk, so as not to disturb working colleagues; and an attractive pantry and lounge blurs the boundary between breaks and productive meetings.
A feeling of openness and “buzz” was achieved by removing the stuffy suspended acoustical ceiling. Custom-made wooden lighting fixtures project light upward as well as downward, to reflect diffuse light off the exposed ceiling. A round central meeting room is comprised of an elegant timber frame supporting polycarbonate walls to enclose more sensitive internal meetings.
On the ground floor, a steady stream of candidates arrive for interviews well into the evening. As we worked closely with top management, assessing and mediating these diverse needs and flows through design became a central theme. Thirteen meeting rooms, some of which can be reconfigured into a 60-seat conferencing facility, offer a variety of meeting formats.
Visiting interviewees feel that their career is about to take-off as they walk around the circular “racing-strip” corridor surrounding the central “core” interview rooms.
NYC Coops and Condo's can maximize valuable space with wall mounted bike storage. Our Bike Racks can store bikes every 12". Comes with locking cable. Lifetime Warranty. Free Onsite Room Layout and quote. Call or write today.
Gale's Industrial Supply
P(732)489-3867
email: mcdonaldgales@aol.com
Gale's NYC Bike Rack Div. Website: securitycagesnj.com/Bike_Racks_NYC.html
For additional information on NYC Bike storage: nycbikestorage.blogspot.com/
Bike Rack Video: www.youtube.com/watch?v=AYNeY1zq-5Y&feature=mfu_in_or...
If you have a busy schedule and no time for the gym? Try these home workout routine in which combines of various exercises & fitness tips that will help you to get slim & trim body within 45 days and maximize your fitness level. To get more details visit here, www.mp45.com/women/
2019 Maximize conference in Atlanta, Colorado on Monday, September 23, 2019.
NAA, National Apartment Association
Tonye Cole, Co-Founder and Chief Executive Officer, Sahara Group, Nigeria at the Annual Meeting 2017 of the World Economic Forum in Davos, January 19, 2017
Copyright by World Economic Forum / Christian Clavadetscher
EVOLVE MAXIMIZE. EXPAND. ACTIVATE
Create Your Vision of a Better You For a Beautiful Life Live a Richer, Happier and Golden Life Style. For more info visit: evolvedlifevisions.com
Become Certified
Achieve your own profitable business safeguarded by our professional, experienced network
Clear, Comprehensive Certification gives you a recognized Life Coaching Accreditation within 6 weeks!
Certification in Evolved Visualization Techniques TM
Evolved Life Visions is an A rated member of WAOLS - World Alliance of Life coaches and Stylists.
Evolved Life Visions supports accreditation programs including those of the ICF - International Coaching Federation
Evolved Guided Visualization Techniques TM - GVT - is an accredited training program
Media and Experts - Say What!?
The latest reports from leading Universities arousing great worldwide media interest shows that neurosciences research proves that Visualization Techniques TM trick your brain into transforming your thoughts and behavior!
This means that when you have a clear Vision of what your want to Maximize and Achieve in your life you will be able to attain it.
Or social Platform
business.facebook.com/Evolved-Life-Visions-386232031583114/
plus.google.com/u/0/103901643902261086078
www.linkedin.com/in/nicole-harcourt-9351a9ab
www.pinterest.com/evolvedlifevisi/
www.youtube.com/channel/UCIwm6uaEbL1-txikirmrNvw
evolvedlifevisionsltd.tumblr.com/
www.dailymotion.com/evolvedlifevisions
www.flickr.com/photos/138201185@N07/
View maximized: F11, return to normal view: use F11 again.
view in lightbox or on black: L-key, normal: use L again or Esc-button.
Dates have been a staple food of the Middle East and the Indus Valley for thousands of years. They are believed to have originated around Iraq, and have been cultivated since ancient times from Mesopotamia to prehistoric Egypt, possibly as early as 4000 BCE. The Ancient Egyptians used the fruits to make date wine, and ate them at harvest. There is archaeological evidence of date cultivation in eastern Arabia in 6000 BCE.
There is also archeological evidence of date cultivation in Mehrgarh around 7000 BCE, a Neolithic civilization in India now western Pakistan. Evidence of cultivation is continually found throughout later civilizations in the Indus Valley, including the Harappan period 2600 to 1900 BCE.
A lot of weeds on the railways lands, but they provide a lot of great textures.
From my set entitled
www.flickr.com/photos/21861018@N00/sets/72157607213815438/
In my collection entitled “Goldenrod”
www.flickr.com/photos/21861018@N00/collections/7215760718...
From Wikipedia, the free encyclopedia
en.wikipedia.org/wiki/Goldenrod
The goldenrod is a yellow flowering plant in the Family Asteraceae.
About 100[1] perennial species make up the genus Solidago, most being found in the meadows and pastures, along roads, ditches and waste areas in North America. There are a handful of species from each of Mexico, South America, and Eurasia.[1] Some American species have also been introduced into Europe some 250 years ago.
Many species are difficult to distinguish. Probably due to their bright, golden yellow flower heads blooming in late summer, the goldenrod is often unfairly blamed for causing hay fever in humans. The pollen causing these allergy problems is mainly produced by Ragweed (Ambrosia sp.), blooming at the same time as the goldenrod, but is wind-pollinated. Goldenrod pollen is too heavy and sticky to be blown far from the flowers, and is thus mainly pollinated by insects.
Goldenrods are easily recognized by their golden inflorescence with hundreds of small capitula, but some are spike-like and other have auxiliary racemes.
They have slender stems, usually hairless but S. canadensis shows hairs on the upper stem. They can grow to a length between 60 cm and 1.5 m.
Their alternate leaves are linear to lanceolate. Their margins are usually finely to sharply serrated.
Propagation is by wind-disseminated seed or by underground rhizomes. They form patches that are actually vegetative clones of a single plant.
Goldenrod is used as a food plant by the larvae of some Lepidoptera species - see list of Lepidoptera that feed on goldenrods. The Goldenrod then forms a leathery bulb (called a gall) around the invading insect as a quarantine to keep it confined to a small part of the plant. Parasitoid wasps have learned to find these galls, and lay eggs in the insect after penetrating the bulb. Woodpeckers have learned to blast open the gall and eat the wasp-infested insect holed up in the center.[2]
Goldenrods can be used for decoration and making tea. Goldenrods are, in some places, held as a sign of good luck or good fortune; but they are considered weeds by some.
Goldenrods are mostly short-day plants and bloom in late summer and early fall and some species produce abundant nectar when moisture is plentiful before bloom, and the bloom period is relatively warm and sunny. Honey from goldenrods often is dark and strong due to admixtures of other nectars. However when there is a strong honey flow, a light (often water white), spicy-tasting honey is produced. While the bees are ripening the honey there is a rank odor and taste, but finished honey is much milder.
British gardeners adopted goldenrod long before Americans. Goldenrod only began to gain some acceptance in American gardening (other than wildflower gardening) during the 1980s. A hybrid with aster, known as x Solidaster is less unruly, with pale yellow flowers, equally suitable for dried arrangements.
Solidago canadensis was introduced as a garden plant in Central Europe, and is now common in the wild. In Germany, it is considered an invasive species that displaces native vegetation from its natural habitat.
Goldenrod is a companion plant, playing host to some beneficial insects, repelling some pests
Inventor Thomas Edison experimented with goldenrod to produce rubber, which it contains naturally.[3] Edison created a fertilization and cultivation process to maximize the rubber content in each plant. His experiments produced a 12 foot tall plant that yielded as much as 12 percent rubber. The rubber produced through Edison's process was resilient and long lasting. The tires on the Model T given to him by his friend Henry Ford were made from goldenrod. Examples of the rubber can still be found in his laboratory, elastic and rot free after more than 50 years. However, even though Edison turned his research over to the U.S. government a year before his death, goldenrod rubber never went beyond the experimental stage.
The variety Solidago virgaurea is a traditional kidney tonic. It has aquaretic, anti-inflammatory, antispasmodic and antiseptic action and seems to increase kidney output.[citation needed] This makes it useful as an agent to counter inflammation and irritation of the kidneys when bacterial infection or stones are present.[4] Such use is in combination with other herbs that create a synergistic therapeutic effect on the urinary system. As in other areas of herbalism, blending creates a therapy greater than the effect of a single herb alone. The aquaretic action is also useful in helping to dissolve kidney stones by diluting their components and preventing them from recurring. See herbal medicine. Goldenrod has also been used as part of a tincture to aid in cleansing of the kidney/bladder during a healing fast, in conjunction with Potassium broth and specific juices.[4] 'Solidago odora' is also sold as a medicinal, for these issues: mucus, kidney/bladder cleansing and stones, colds, digestion.
The goldenrod is the state flower of the U.S. states of Kentucky (adopted March 16, 1926) and Nebraska (adopted April 4, 1895). It used to be the state flower of Alabama, being adopted as such on September 6, 1927, but was later rejected in favour of the camellia. Goldenrod was recently named the state wildflower for South Carolina.
In Midwestern states in the mid-twentieth century it was said that when the goldenrod bloomed, it would soon be time to go back to school--the blossoms appeared in mid- to late August, shortly before the traditional start of school on the day after Labor Day.[5]
In Sufjan Stevens' song, Casimir Pulaski Day, the narrator brings goldenrod to his girlfriend upon finding out that she has been diagnosed with bone cancer. Carrie Hamby's song, Solidago, tells the story of Thomas Edison's experiments with making goldenrod a domestic source of rubber during the 2nd world war.
The Sweet Goldenrod (Solidago odora) is also the state herb of Delaware as of June 24, 1996. [6]
The Iso Grifo is a limited production grand tourer automobile manufactured by Italian Iso Autoveicoli S.p.A. between 1965 and 1974. Intended to compete with Ferrari and Maserati GTs, it utilized a series of American power trains and components supplied by Chevrolet and Ford to ensure performance and maximize reliability. Styling was done by Giorgetto Giugiaro at Bertone, while the mechanicals were the work of Giotto Bizzarrini.
The first production GL models appeared in 1965 and were powered by American Chevrolet Corvette small-block 327 (5.4-litre) V8s fitted to American supplied Borg-Warner 4-speed manual transmissions. The 5.4-litre engine developed 300 hp (220 kW) in its standard form and could reach 110 km/h (68 mph) in first gear.
1-12-13 Wyndham Street Races
TOP SPEED REVIEW:
Not long ago, the Japanese motorcycles were considered the uncontested leaders of sport motorcycles and nobody had the guts to challenge them. However, this situation has changed after BMW entered the battle. Its first super sport bike, the S 1000RR was not only a completely newcomer, but it was also so strong and technological advanced that it made any other bike look like defenseless scooter.
THE ABS
The Kawasaki Ninja® ZX™-10R ABS superbike combines anti-lock braking with the numerous technological benefits of the class leading ZX-10R. And it does it with rider-sensitive, race-bred attributes derived from competing and winning at the highest levels.
Kawasaki has developed a new electronic steering damper for the 2013 ZX-10R ABS sportbike, in joint cooperation with Öhlins. Controlled by a dedicated ECU located under the gas tank cover, this new damper reacts to the rate of acceleration or deceleration, as well as rear wheel speed, to help provide the ideal level of damping force across a wide range of riding scenarios. The variable damping provides optimum rider feedback by enabling the use of lower damping forces during normal operation, without sacrificing the firm damping needed for high-speed stability. The result is a light and nimble steering feel at low speed, as well as superior damping at higher speeds or during extreme acceleration/deceleration. The anodized damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption. It is mounted horizontally at the front of the fuel tank and requires very few additional components and ads almost no weight compared to last year’s steering damper.
At first, anti-lock braking might seem a touch out of place on a purebred sportbike. But this system was designed from the start to maximize performance. And when you consider the many benefits provided by the amazing electronic and hardware technology available today, it begins to make a lot of sense.
Think of it: You’re braking for a blind, decreasing-radius corner after a long day of sport riding. Shadows are long and you’re tired, so you don’t notice a patch of sand until it’s too late to correct. But instead of tucking as you continue braking through the sand, your front tire maintains most of its traction, as the anti-lock braking system intervenes until the surface improves – allowing you to arc gracefully into the corner, a little wiser and a lot more intact physically than you might have been riding a non-ABS motorcycle.
Kawasaki calls its anti-lock system KIBS – or Kawasaki Intelligent anti-lock Brake System. The use of “intelligent” is apropos, too, considering just how smart the KIBS is. It all starts with the smallest and lightest ABS unit ever built for a motorcycle, one designed by Bosch specifically with sport bikes in mind. It’s nearly 50 percent smaller than current motorcycle ABS units, and 800 grams lighter, adding only about 7 pounds of weight compared to the non-ABS machine, a pound of which is accounted for by the larger battery.
KIBS is a multi-sensing system, one that collects and monitors a wide range of information taken from wheel sensors (the same ones collecting data on the standard ZX-10R for its S-KTRC traction control system) and the bike’s ECU, including wheel speed, caliper pressure, engine rpm, throttle position, clutch actuation and gear position. The KIBS’s ECU actually communicates with the bike’s engine ECU and crunches the numbers, and when it notes a potential lock-up situation, it tells the Bosch ABS unit to temporarily reduce line pressure, allowing the wheel to once again regain traction.
Aside from this system’s ultra-fast response time, it offers a number of additional sport-riding benefits, including rear-end lift suppression during hard braking, minimal kickback during ABS intervention, and increased rear brake control during downshifts. The high-precision pressure control enables the system to maintain high brake performance, proper lever feel and help ensure the ABS pulses are minimized.
Needless to say that the Japanese manufacturers were highly intrigued and the first samurai who challenged the Germans to a duel was Kawasaki.
Kawasaki’s anti S 1000RR weapon is the Ninja ZX - 10R. Packing a lot of advanced features and modern technologies, the bike is fast enough to compete with success against the German oppressor.
Despite the fact that nothing changed for the 2013 model year, except for some color schemes, the Ninja continues to be ahead of the pack when it comes to sporty performances.
Build on a nimble, lightweight chassis, The Kawasaki Ninja ZX - 10R ABS is “blessed” with a powerful 998cc inline four engine which cranks out 197 hp at 11500 rpm.
Among the most important features offered by the Ninja ZX - 10R, you’ll find the advanced Sport-Kawasaki Traction Control (S-KTRC) and an intelligent ABS system which comes as an option ($1000).
ENGINE & PERFORMANCE:
The rest of the 2013 Ninja ZX-10R ABS is equally advanced. Complete with a powerful engine and lightweight chassis, it also boasts a highly advanced and customizable electronic system that allows riders to harness and experience the ZX-10R ABS’s amazing blend of power and razor-edge handling. The system is called Sport-Kawasaki Traction Control.
Motorcyclists have forever been challenged by traction-related issues, whether on dirt, street or track. And when talking about the absolute leading edge of open-class sport bike technology, where production street bikes are actually more capable than full-on race bikes from just a couple years ago, more consistent traction and enhanced confidence is a major plus.
The racing-derived S-KTRC system works by crunching numbers from a variety of parameters and sensors – wheel speed and slip, engine rpm, throttle position, acceleration, etc. There’s more data gathering and analysis going on here than on any other Kawasaki in history, and it’s all in the name of helping racers inch closer to the elusive “edge” of maximum traction than ever before. The S-KTRC system relies on complex software buried in the ZX-10R’s Electronic Control Unit (ECU); the only additional hardware is the lightweight speed sensors located on each wheel.
Unlike the KTRC system on Kawasaki’s Concours™ 14 ABS sport tourer, which primarily minimizes wheel slip on slick or broken surfaces as a safety feature, the S-KTRC system is designed to maximize performance by using complex analysis to predict when traction conditions are about to become unfavorable. By quickly but subtly reducing power just before the amount of slippage exceeds the optimal traction zone, the system – which processes every data point 200 times per second – maintains the optimum level of tire grip to maximize forward motion. The result is significantly better lap times and enhanced rider confidence – exactly what one needs when piloting a machine of this caliber.
The S-KTRC system offers three different modes of operation, which riders can select according to surface conditions, rider preference and skill level: Level 1 for max-grip track use, Level 2 for intermediate use, and Level 3 for slippery conditions. An LCD graph in the high-tech instrument cluster displays how much electronic intervention is occurring in real time and a thumb switch on the left handlebar pod allows simple, on-the-go mode changes.
The potent ZX-10R engine is a 16-valve, DOHC, liquid-cooled inline-four displacing 998cc via 76 x 55mm bore and stroke dimensions. This powerplant is tuned to optimize power delivery, center of gravity and actual engine placement within the chassis. Torque peaks at an rpm range that helps eliminate power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
A primary goal of Kawasaki engineers was linear power delivery and engine manageability throughout all elements of a corner: the entry, getting back to neutral throttle at mid-corner, and heady, controllable acceleration at the exit. Peak torque was moved to a higher rpm range, which eliminates the power peaks and valleys that make it difficult for racers and track-day riders to open the throttle with confidence.
Large intake valves complemented by wide, polished intake ports allow for controllable power delivery and engine braking, just the thing to smooth those racetrack corner entries and exits. Camshafts built from chromoly steel further contribute to optimized engine braking and more controllable power delivery. Lightweight pistons mount to light and strong connecting rods. Compression is a full 13.0:1.
A race-style cassette transmission allows simple trackside ratio changes. An adjustable back-torque limiting clutch assembly is fitted, which allows worry-free downshifts and corner-entry calmness.
Cramming all that fuel and air into this amazing engine is a ram air-assisted fuel injection system featuring large throttle bodies (47mm) and sub-throttle valves, a large capacity airbox (9 liters), secondary injectors that improve top-end power characteristics, and a large ram-air intake that’s positioned close to the front of the bike for efficient airbox filling and power.
The final piece of the ZX-10R’s power-production formula is a race-spec exhaust system featuring a titanium header assembly, hydroformed collectors, a large-volume pre-chamber containing two catalyzers and a highly compact silencer. Due to the header’s race-spec design, riders and racers looking for more closed-course performance need only replace the slip-on muffler assembly.
CHASSIS & SUSPENSION:
With the engine producing a massive quantity of usable and controllable power, engineers looked to the chassis to help refine handling and overall road/track competency. The aluminum twin-spar frame is an all-cast assemblage of just seven pieces that features optimized flex characteristics for ideal rider feedback, cornering performance and light weight. Like the frame, the alloy swingarm is an all-cast assembly, with rigidity matching that of the frame itself.
Chassis geometry offers excellent stability and handling quickness. The front end geometry – with rake at 25 degrees and trail at 107mm (4.21 in.) – allows light, quick handling and complements the engine’s controllable power and the frame and swingarm’s flex characteristics.
Highly advanced suspension at both ends helps as well. Up front is a 43mm open-class version of the Big Piston Fork (BPF). Featuring a piston design nearly twice the size of a conventional cartridge fork, the BPF offers smooth action, less stiction, light weight and enhanced damping performance on the compression and rebound circuits. This compliance results in more control and feedback for the rider – just what you need when carving through a rippled sweeper at your local track or negotiating a decreasing-radius corner on your favorite backroad.
Suspension duties on the ZX-10R are handled by a Horizontal Back-Link design that positions the shock and linkage above the swingarm. Benefits include mass centralization, good road holding, compliance and stability, smooth action in the mid-stroke and good overall feedback. The fully adjustable shock features a piggyback reservoir and dual-range (low- and high-speed) compression damping.
Lightweight gravity-cast three-spoke wheels complement the tire fitment. Up front, Tokico radial-mount calipers grasp 310mm petal discs and a 220mm disc is squeezed by a lightweight single-piston caliper in back. The result is powerful stops with plenty of rider feedback and the added confidence of the KIBS ABS system.
DESIGN & ERGONOMICS:
Finally, Kawasaki engineers wrapped all this technology in bodywork as advanced and stylish as anything on this side of a MotoGP grid. The curvy edges and contrasting colored and black parts create a sharp, aggressive image. Line-beam headlights grace the fairing while LED turn signals are integrated into the mirror assemblies. Convenient turn-signal couplers allow easy mirror removal for track-day use. The rear fender assembly holding the rear signal stalks and license plate frame is also easily removable for track days. High-visibility LED lamps are also used for the taillight and position marker.
The instrumentation is highlighted by an LED-backlit bar-graph tachometer set above a multi-featured LCD info screen with numerous sections and data panels. A wide range of information is presented, including vehicle speed, odometer, dual trip meters, fuel consumption, Power Mode and S-KTRC level, low fuel, water temperature and much more. For track use, the LCD display can be set to “race” mode which moves the gear display to the center of the screen.
The ZX-10R’s ergonomics are designed for optimum comfort and control. A 32-inch saddle, adjustable footpegs and clip-ons mean that this is a hard-core sport bike you can actually take on an extended sport ride – and still be reasonably comfortable doing so.
The old saying, “power is nothing without control” is certainly apt where open-class sport bikes are concerned. But when you factor in all the engine, chassis and ergonomic control designed into the 2013 Ninja ZX-10R, you begin to realize you’re looking at one very special motorcycle – one that can take you places you’ve never been before.
Genuine Kawasaki Accessories are available through authorized Kawasaki dealers.
SPECS:
Engine Four-Stroke, Liquid-Cooled, DOHC, Four Valves Per Cylinder, Inline-Four
Displacement 998cc
Bore X Stroke 76.0 X 55.0 mm
Compression Ratio13.0:1
Fuel System DFI® With Four 47mm Keihin Throttle Bodies With Oval Sub-Throttles, Two Injectors Per Cylinder
Ignition TCBI With Digital Advance And Sport-Kawasaki Traction Control (S-KTRC)
Transmission Six-Speed
Final Drive Chain
Rake/Trail 25 Deg / 4.2 In.
Front Tire Size 120/70 ZR17
Rear Tire Size 190/55 ZR17
Wheelbase 56.1 In.
Front Suspension / Wheel Travel 43 mm Inverted Big Piston Fork (BPF), Adjustable Rebound And Compression Damping, Spring Preload Adjustability/ 4.7 in.
Rear Suspension / Wheel Travel
Horizontal Back-Link With Gas-Charged Shock, Stepless, Dual-Range (Low-/High-Speed) Compression Damping, Stepless Rebound Damping, Fully Adjustable Spring Preload / 5.5 In.
Front Brakes Kawasaki Intelligent Anti-Lock Braking (KIBS), Dual Semi-Floating 310 mm Petal Discs With Dual Four-Piston Radial-Mount Calipers
Rear Brakes KIBS-Controlled, Single 220 mm Petal Disc With Aluminum Single-Piston Caliper
Fuel Capacity 4.5 Gal.
Seat Height 32.0 In.
Curb Weight 443.2 Lbs.
Overall Length 81.7 In.
Overall Width 28.1 In.
Overall Height 43.9 In.
Color Choices - Lime Green/Metallic Spark Black, Pearl Flat White/Metallic Spark Black
Source: www.topspeed.com/motorcycles/motorcycle-reviews/kawasaki/...
At Planet Woman Health Centre we are committed to helping incorporate fitness into your life. We are a women's only gym catering to all levels of fitness in a friendly, comfortable & safe environment. The facilities hosts a 2,000 square foot sprung hardwood floor for group fitness, steam room, Internet access, massage chair & child minding to name a few. Located on the second floor of the Garden City Plaza, you'll enjoy the view from the outdoor patio or simply stay inside to enjoy the natural lighting. Group fitness classes, including Yoga & Pilates, are part of all memberships.
Personal trainers are onsite to answer your questions or work with you more closely on individual goals.
Our focus is on fitness in a non intimidating setting. We are confident that women of all shapes & sizes will feel completely comfortable. Our friendly & knowledgeable staff will take the time to ensure that you maximize you workouts & fitness regime, whatever they may be.
name: Dawn Lagerstedt
school: Washington Elementary 4th and 5th Grade
town:Schiller Park
state: Illinois
Maximize your return with Sole Source LLC. 20% annual return on investment. Check out: www.solesourcellc.biz/invest-now/
Maximize your browser window, then click the image to see it large.
Another Rotundiary Illusion. This image contains two diametrically-opposed polar panoramas.
A rotunda (round room) in a full 360x360-degrees.
www.1001gardens.org/2017/06/decorative-bird-houses-10-rul...
There are several ways to attract birds to their garden or balcony: feeding them in winter, providing them with water for drinking and bathing, planting favorable plants, not using chemicals, or installing a nest box. Many species need artificial nesting sites because their natural habitats are becoming poorer: dead hedgerows and trees disappear, facades of new buildings are smooth and hermetic, old piles of wood and rocks are eliminated, and Walls are destroyed.
Even if the installation of a nest box does not compensate for this heavy trend, it is a concrete gesture for our winged friends and a source of wonder for adults and children. In this article, we have selected ten important principles or "commandments" to maximize the chances that your birdhouse will be used and appreciated by birds.
1 - Choose The right model
The size of the entry hole allows you to select the hosts you wish to privilege (read the different types of nest boxes):
For blue tits (Cyanistes caeruleus), black tits (Parus ater) and tits (Poecile palustris), the hole will have a diameter of 25 mm.
For the Great Tit (Parus major), Sparrow (Passer montanus) and Black Flycatcher (Ficedula hypoleuca), the diameter of the hole will be 28 mm.
It will reach 32 mm for the House Sparrow (Passer domesticus) and the Nuthatch (Sitta europaea), and 45 mm for the Common Starling (Sturnus vulgaris).
The shape is also important: if the chickadees, nuthatches or sparrows prefer the traditional nesting boxes, the familiar Red Robin (Erithacus rubecula) and the Blackbird (Turdus merula) prefer those with a large rectangular opening in the front and middle depths 100 mm).
The Gray Flycatcher (Muscicapa striata) needs a very shallow (60 mm) nest box in order to monitor the entry hole, while the Crested Troglodyte (Troglodytes troglodytes) is looking for a high nest box (140 mm ).
The interior of the nest should not be too smooth so that the young can grip and easily get out.
There are many types of ready-to-use nest boxes for different species in the market, but you can also build them yourself by associating your children. There are several plans available on the web, and do not forget that there are also nest boxes for bats!
2 - Fix it solidly
It is necessary to tie your nest box to a solid and stable support, thanks to one or to fixings which do not risk to rust or to alter with time (galvanized wire, sheathed electric wire, etc.). If you attach it to a living tree, be careful not to hurt it: do not use nails.
The growth of the tree will not be impeded by placing a piece of wood between the trunk and the wire.
3 - Choose a good material
The nest box must be solid, robust, made with boards at least 15 mm thick. Avoid treated wood (or use non-hazardous products): over time, it will take a duller shade that will help melt it into the environment.
The softest woods can, however, be treated with Sadolin, a product that is not very dangerous for birds: limit its application outside the nest box, avoiding the perimeter of the hole, and allowing it to dry well before installation.
Pressure impregnated wood should not be used with copper arsenate and chromium.
But the good nest boxes are not necessarily made of wood: for example, those of the company Schwegler are made of "wooden concrete", a mixture of cement and sawdust.
Do not have trim in the nest box (straw, moss ...), the birds will bring. However, for large species such as owls or peaks, a layer of sawdust or chips may be placed in the bottom.
4 - Choose a sheltered place
The place chosen should be quiet, rather far from a busy road or road. It is especially important to install the nest box in a place as sheltered as possible from the weather.
The orientations East, South-East or even Northeast are ideal. The nest box should not be exposed all day long to the sun or the permanent shade. Place it away from the prevailing winds, for example behind a bush, avoiding leaves from obstructing the entrance of the nest.
Be careful, the inside of the nest box must remain dry: it is necessary to ensure that the planks are well joined. It is advisable to lean it slightly forward to facilitate the flow of rain on the roof.
The nest box should not be on the trajectory of a trickle of water that would form after a downpour. You can drill a small exhaust hole at the floor to facilitate fluid evacuation.
Avoid wet locations (the presence of moss on trunks or rocks is an unfavorable index). Some birds such as red throats require that the nest box is relatively hidden, for example against a wall where ivy grows.
5 - Protecting it from predators
It is important to install the nest box away from predators (cats, squirrels ...): for example, you can place a wide mesh around the nest box, place spiny branches at the base of the stake or Trunk, plant a rosebush or fix a "stop-cat" around the trunk.
It must be placed at a height, ideally at least two meters from the ground, at least 1.50 meters. Place it preferably against a trunk rather than a branch.
Here are some recommended heights for several species:
Troglodyte cute (Troglodytes troglodytes): 1,5 meter - 4 meters
Family Robin (Erithacus rubecula): 1.5 meters - 5 meters
Song thrush (Turdus philomelos): 1.5 meters - 2 meters
Gray Wagtail (Motacilla alba): 1.5 meters - 2 meters
Treecreeper (Certhia brachydactyla): 1.5 meters - 5 meters
Blackbird (Turdus merula): 1.5 meters - 6 meters
Green Peak (Picus viridis): 2 meters - 6 meters
Black Redstart (Phoenicurus ochruros): 2 meters - 6 meters
Nuthatch (Sitta europaea): 2 meters - 6 meters
Creche falcon (Falco tinnunculus): 8 meters - 12 meters.
A metal plate placed around the entrance will prevent it from being enlarged by mammals.
For cats to not kill birds in the nest box by entering the leg, the depth should be at least 13 cm from the hole (for circular entry models). For shallow nests, such as those for robins or cockroaches, you can, for example, place a wire net around it.
Caution, predators should not get too close by a well-placed branch or a nearby wall. However, the presence of perches in the vicinity is important because the parents generally do not enter the hole directly.
6 - Install it at any time of the year
It is best to install your nest box in autumn or early winter: it will be spotted by birds before spring. Some species such as tits can settle very early (as of late winter), while others like winter troglodytes can spend the winter there.
It is actually possible to set up nest boxes all year round, including in April, May or June, even if those set up later will have less chance of being occupied before the following season. Installing nest boxes spread out over time allows you to target the species you prefer or not: for example, a nest box for Redstart with a white forehead placed before the end of April will prevent it from being occupied by sparrows or tits.
Some birds such as the Gray Flycatcher (Muscicapa striata) return late in their migration (late May), others nest several times during the year and some who have abandoned a nesting site will be delighted to find one available. Finally, your nest box will surely be spotted by birds visiting your garden and these will occupy it perhaps next spring.
The use of a nest can indeed take up to a year, do not lose patience! On the other hand, if a nest box is not occupied two years after its establishment, it is because the place is not suitable.
7 - Install a reasonable number
Avoid placing two nest boxes for the same species too close together; The distance of "safety" varies according to the species: at least 20 meters for tits and 70 meters for the White-fronted Redstart (Phoenicurus phoenicurus) and Nuthatch (Sitta europaea).
But you can install several nests of birds that do not compete directly with each other, like fruit-eating and frugivorous species.
For colonial species (sparrows, starlings, swallows), this question of minimum distance does not arise, of course. Nest boxes should be installed as far away as possible from feeders and bird baths.
8 - Limit your visits
Limit your visits. Use binoculars to look away from parents and young people without disturbing them. If you find chicks on the ground, pick them up and put them back in the birdhouse so they are safe.
9 - Clean it at the end of the season
The nest should be easily accessible to be cleaned at the end of the nesting season. Also, prefer models with a removable top for easy cleaning. In autumn, from September, empty the nest box, brush inside, clean it if necessary with water, dry it and apply a pest control product that is safe for birds.
For example, you can use thyme oil. The birds themselves use certain plants to keep pests away (read Some birds use their botanical knowledge to build their nests). Make sure that the boards are tight and that the tie is solid.
10 - Convince the others
Convince your friends, your acquaintances, your company, your association or your town hall to also install nest boxes. Natural cavities are increasingly scarce, and modern buildings offer fewer and fewer bird-friendly sites: you can help them!
What used to be office spaces on three floors of the Bureau of Fire Protection building have been converted into wards and
private rooms for patients. For now, the CCMC has only about one-third of the beds it used to contain. On some days, two to three newborn babies have to share a bed.
A Sandia team is collaborating with Los Alamos and Lawrence Livermore national labs and Intel Federal LLC to optimize DRAM packages, pictured here and found in many consumer laptops, to increase compute platform performance.
Learn more at bit.ly/3H1R4Wv
Photo by Craig Fritz.
After missing the first two days of Texans training camp before agreeing to a five-year, $14 million contract Saturday, outside linebacker Brian Cushing is eager to get on the practice field today with his new teammates.
Cushing, the first-round draft choice from Southern California, is getting $10.435 million in guaranteed money to become the starter on the strong side and help improve a defense that ranked 22nd last season, including 23rd against the run.
“I’m just relieved and excited to have this done,” Cushing said. “I’m ready to play football and help the team win.”
Cushing (6-3, 262) was in Los Angeles when agent Tom Condon reached the agreement with general manager Rick Smith and director of football administration Chris Olsen.
Cushing’s contract could be worth a maximum of $18 million over five years.
In the fifth year of his deal, there’s a clause that could earn him an additional $4 million in an escalator bonus.
Odds are that Cushing’s contract will be extended before he enters the fifth season in 2013.
Smith and Olsen will have all eight of their draft choices under contract when the Texans take the field for the third day of two-a-day drills at their Methodist Training Center.
“It’s very important to have him signed,” coach Gary Kubiak said. “Rick and Chris were up at 3 in the morning trying to get it done. They’ve done a good job.
“Brian’s two days behind now, but he didn’t miss anything we did in the offseason program, so that’s a good thing. He wanted to be here while we were working on the contract, but he couldn’t.”
Rookies who have signed with the Texans report a week early for conditioning and meetings before practicing for the first time with the veterans. Cushing wanted to report with the rookies.
He was working out at Reliant Stadium last week when the Texans had to explain league rules that forced him to leave.
Cushing took what turned out to be a quick trip back to Los Angeles. He returned to Houston on Saturday afternoon.
Texans coaches are excited to get him on the practice field.
“We’re going to put the pads on (Sunday morning), and I know he’s chomping at the bit to get out there,” Kubiak said.
After the Texans used the 15th pick in the first round on Cushing, they inserted him into the starting lineup. He impressed his coaches in the organized team activities and minicamp.
“We like his presence on the ball,” Kubiak said, meaning Cushing has a knack for finding the ball and making plays. “He’s playing over the tight end, and we’re going to ask him to do a great deal. We think he can handle it.
“Brian’s very athletic. He’s physical against the run. He can rush the passer. He can drop into coverage. We brought him here for a reason, and we’re going to put him to work real fast.”
Frank Bush, who is in his first season as defensive coordinator, has to make calls that maximize Cushing’s strengths. The faster Cushing learns, the quicker Bush plans to utilize all his talent.
“We’re going to try to take advantage of all his talent,” Bush said. “Because he’s such a talented kid, there are a lot of things we can do with him.”
The coaches say they think Cushing has everything it takes to become a star at his position.
“Brian can turn and run with the tight end,” Bush said. “He’s big and strong enough to strike them at the line of scrimmage and nullify some of their speed down the field, so we’re comfortable with him in coverage.
“His ability also gives us a chance to be aggressive toward the quarterback. He’s a big guy who’s shown he can get there.”
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Supermarine Seafire was a naval version of the Supermarine Spitfire adapted for operation from aircraft carriers. It was analogous in concept to the Hawker Sea Hurricane, a navalized version of the Spitfire's stablemate, the Hawker Hurricane. The name Seafire was derived from the abbreviation of the longer name Sea Spitfire.
The idea of adopting a navalized, carrier-capable version of the Supermarine Spitfire had been mooted by the Admiralty as early as May 1938. Despite a pressing need to replace various types of obsolete aircraft that were still in operation with the Fleet Air Arm (FAA), some opposed the notion, such as Winston Churchill, although these disputes were often a result of an overriding priority being placed on maximizing production of land-based Spitfires instead. During 1941 and early 1942, the concept was again pushed for by the Admiralty, culminating in an initial batch of Seafire Mk Ib fighters being provided in late 1941, which were mainly used for pilots to gain experience operating the type at sea. While there were concerns over the low strength of its undercarriage, which had not been strengthened like many naval aircraft would have been, its performance was found to be acceptable.
From 1942 onwards, further Seafire models were quickly ordered, including the first operationally-viable Seafire F Mk III variant. This led to the type rapidly spreading throughout the FAA. In November 1942, the first combat use of the Seafire occurred during Operation Torch, the Allied landings in North Africa. In July 1943, the Seafire was used to provide air cover for the Allied invasion of Sicily; and reprised this role in September 1943 during the subsequent Allied invasion of Italy. During 1944, the type was again used in quantity to provide aerial support to Allied ground forces during the Normandy landings and Operation Dragoon in Southern France. During the latter half of 1944, the Seafire became a part of the aerial component of the British Pacific Fleet, where it quickly proved to be a capable interceptor against the feared kamikaze attacks by Japanese pilots which had become increasingly common during the final years of the Pacific War. Several Seafire variants were produced during WWII, more or less mirroring the development of its land-based ancestor.
The Seafire continued to be used for some time after the end of the war, and new, dedicated versions were developed and exported. The FAA opted to promptly withdraw all of its Merlin-powered Seafires and replace them with Griffon-powered counterparts. The type saw further active combat use during the Korean War, in which FAA Seafires performed hundreds of missions in the ground attack and combat air patrol roles against North Korean forces during 1950. The Seafire was withdrawn from FAA service during the 1950s and was replaced by the newer Hawker Sea Fury, the last piston engine fighter to be used by the service, along with the first generation of jet-propelled naval fighters, such as the de Havilland Vampire, Supermarine Attacker, and Hawker Sea Hawk.
After WWII, the Royal Canadian Navy and French Aviation Navale also obtained Seafires to operate from ex-Royal Navy aircraft carriers. France received a total of 140 Seafires of various versions from 1946 on, including 114 Seafire Mk IIIs in two tranches (35 of them were set aside for spare part) until 1948, and these were followed in 1949 by fifteen Mk. 15 fighters and twelve FR Mk. 23 armed photo reconnaissance aircraft. Additionally, twenty land-based Mk. IXs were delivered to Naval Air Station Cuers-Pierrefeu as trainers.
The Seafire Mk. 23 was a dedicated post-war export version. It combined several old and new features and was the final “new” Spitfire variant to be powered by a Merlin engine, namely a Rolls-Royce Merlin 66M with 1,720 hp (1,283 kW) that drove a four-blade propeller. The Mk. 23 was originally built as a fighter (as Seafire F Mk. 23), but most machines were delivered or later converted with provisions for being fitted with two F24 cameras in the rear fuselage and received the service designation FR Mk. 23 (or just FR.23). Only 32 of this interim post-war version were built by Cunliffe-Owen, and all of them were sold to foreign customers.
Like the Seafire 17, the 23 had a cut-down rear fuselage and teardrop canopy, which afforded a better all-round field of view than the original cockpit. The windscreen was modified, too, to a rounded section, with narrow quarter windows, rather than the flat windscreen used on land-based Spitfires. As a novel feature the Seafire 23 featured a "sting" arrestor hook instead of the previous V-shaped ventral arrangement.
The fuel capacity was 120 gal (545 l) distributed in two main forward fuselage tanks: the lower tank carried 48 gal (218 l) while the upper tank carried 36 gal (163 l), plus two fuel tanks built into the leading edges of the wings with capacities of 12.5 (57 l) and 5.5 gal (25 l) respectively. It featured a reinforced main undercarriage with longer oleos and a lower rebound ratio, a measure to tame the deck behavior of the Mk. 15 and reducing the propensity of the propeller tips "pecking" the deck during an arrested landing. The softer oleos also stopped the aircraft from occasionally bouncing over the arrestor wires and into the crash barrier.
The wings were taken over from the contemporary Spitfire 21 and therefore not foldable. However, this saved weight and complexity, and the Seafire’s compact dimensions made this flaw acceptable for its operators. The wings were furthermore reinforced, with a stronger main spar necessitated by the new undercarriage, and as a bonus they were able to carry heavier underwing loads than previous Seafire variants. This made the type not only suitable for classic dogfighting (basic armament consisted of four short-barreled 20 mm Hispano V cannon in the outer wings), but also for attack missions with bombs and unguided rockets.
The Seafire’s Aéronavale service was quite short, even though they saw hot battle duty. 24 Mk. IIIs were deployed on the carrier Arromanches in 1948 when it sailed for Vietnam to fight in the First Indochina War. The French Seafires operated from land bases and from Arromanches on ground attack missions against the Viet Minh before being withdrawn from combat operations in January 1949.
After returning to European waters, the Aéronavale’s Seafire frontline units were re-equipped with the more modern and capable Seafire 15s and FR 23s, but these were also quickly replaced by Grumman F6F Hellcats from American surplus stock, starting already in 1950. The fighters were retired from carrier operations and soon relegated to training and liaison duties, and eventually scrapped. However, the FR.23s were at this time the only carrier-capable photo reconnaissance aircraft in the Aéronavale’s ranks, so that these machines remained active with Flottille 1.F until 1955, but their career was rather short, too, and immediately ended when the first naval jets became available and raised the performance bar.
General characteristics:
Crew: 1
Length: 31 ft 10 in (9.70 m)
Wingspan: 36 ft 10 in (11.23 m)
Height: 12 ft 9 in (3.89 m) tail down with propeller blade vertical
Wing area: 242.1 ft² (22.5 m²)
Empty weight: 5,564 lb (2,524 kg)
Gross weight: 7,415 lb (3,363 kg)
Powerplant:
1× Rolls-Royce Merlin 66M V-12 liquid-cooled piston engine,
delivering 1,720 hp (1,283 kW) at 11,000 ft and driving a 4-bladed constant-speed propeller
Performance:
Maximum speed: 404 mph (650 km/h) at 21,000 ft (6,400 m)
Cruise speed: 272 mph (438 km/h, 236 kn)
Range: 493 mi (793 km) on internal fuel at cruising speed
965 mi (1,553 km) with 90 gal drop tank
Service ceiling: 42,500 ft (12,954 m)
Rate of climb: 4,745 ft/min (24.1 m/s) at 10,000 ft (3,048 m)
Time to altitude: 20,000 ft (6,096 m) in 8 minutes 6 seconds
Armament:
4× 20 mm Hispano V cannon; 175 rpg inboard, 150 rpg outboard
Hardpoints for up to 2× 250 lb (110 kg) bombs (outer wings), plus 1× 500 lb (230 kg) bomb
(ventral hardpoint) or drop tanks, or up to 8× "60 lb" RP-3 rockets on zero-length launchers
The kit and its assembly:
This build was another attempt to reduce The Stash. The basis was a Special Hobby FR Mk. 47, which I had originally bought as a donor kit: the engine housing bulges of its Griffon engine were transplanted onto a racing P-51D Mustang. Most of the kit was still there, and from this basis I decided to create a fictional post-WWII Seafire/Spitfire variant.
With the Griffon fairings gone a Merlin engine was settled, and the rest developed spontaneously. The propeller was improvised, with a P-51D spinner (Academy kit) and blades from the OOB 5-blade propeller, which are slightly deeper than the blades from the Spitfire Mk. IX/XVI prop. In order to attach it to the hull and keep it movable, I implanted my standard metal axis/styrene tube arrangement.
With the smaller Merlin engine, I used the original, smaller Spitfire stabilizers but had to use the big, late rudder, due to the taller fin of the post-ware Spit-/Seafire models. The four-spoke wheels also belong to an earlier Seafire variant. Since it was an option in the kit, I went for a fuselage with camera openings (the kit comes with two alternative fuselages as well as a vast range of optional parts for probably ANY late Spit- and Seafire variant – and also for many fictional hybrids!), resulting in a low spine and a bubble canopy, what gives the aircraft IMHO very sleek and elegant lines. In order to maintain this impression I also used the short cannon barrels from the kit. For extended range on recce missions I furthermore gave the model the exotic underwing slipper tanks instead of the optional missile launch rail stubs under the outer wing sections. Another mod is the re-installment of the small oil cooler under the left wing root from a Spitfire Mk. V instead of the symmetrical standard radiator pair – just another subtle sign that “something’s not right” here.
Painting and markings:
The decision to build this model as a French aircraft was inspired by a Caracal Decals set with an Aéronavale Seafire III from the Vietnam tour of duty in 1948, an aircraft with interesting roundels that still carried British FAA WWII colors (Dark Slate Grey/Dark Sea Grey, Sky). Later liveries of the type remain a little obscure, though, and information about them is contradictive. Some profiles show French Seafires in British colors, with uniform (Extra) Dark Sea Grey upper and Sky lower surfaces, combined with a high waterline – much like contemporary FAA aircraft like the Sea Fury. However, I am a bit in doubt concerning the Sky, because French naval aircraft of that era, esp. recce types like the Shorts Sunderland or PBY Catalina, were rather painted in white or very light grey, just with uniform dark grey upper surfaces, reminding of British Coastal Command WWII aircraft.
Since this model would be a whif, anyway, and for a pretty look, I adopted the latter design, backed by an undated profile of a contemporary Seafire Mk. XV from Flottille S.54, a training unit, probably from the Fifties - not any valid guarantee for authenticity, but it looks good, if not elegant!
Another option from that era would have been an all-blue USN style livery, which should look great on a Spitfire, too. But I wanted something more elegant and odd, underpinning the bubbletop Seafire’s clean lines.
I settled for Extra Dark Sea Grey (Humbrol 123) and Light Grey (FS. 36495, Humbrol 147) as basic tones, with a very high waterline. The spinner was painted yellow, the only colorful marking. Being a post-war aircraft of British origin, the cockpit interior was painted in black (Revell 09, anthracite). The landing gear wells became RAF Cockpit Green (Humbrol 78), while the inside of the respective covers became Sky (Humbrol 90) – reflecting the RAF/FAA’s post-war practice of applying the external camouflage paint on these surfaces on Spit-/Seafires, too. On this specific aircraft the model displays, just the exterior had been painted over by the new operator. Looks weird, but it’s a nice detail.
The roundels came from the aforementioned 1948 Seafire Mk. III, and their odd design – esp. the large ones on the wings, and only the fuselage roundels carry the Aéronavale’s anchor icon and a yellow border – creates a slightly confusing look. Unfortunately, the roundels were not 100% opaque, this became only apparent after their application, and they did not adhere well, either.
The tactical code had to be improvised with single, black letters of various sizes – they come from a Hobby Boss F4F USN pre-WWII Wildcat, but were completely re-arrenged into the French format. The fin flash on the rudder had to be painted, with red and blue paint, in an attempt to match the decals’ tones, and separated by a white decal stripe. The anchor icon on the rudder had to be printed by myself, unfortunately the decal on the bow side partly disintegrated. Stencils were taken from the Special Hobby kit’s OOB sheet.
The model received a light black ink washing, post-panel shading with dry-brushing and some soot stains around the exhausts, but not too much weathering, since it would be relatively new. Finally, everything was sealed with matt acrylic varnish.
A relatively quick and simple build, and the Special Hobby kit went together with little problems – a very nice and versatile offering. The mods are subtle, but I like the slender look of this late Spitfire model, coupled with the elegant Merlin engine – combined into the fictional Mk. 23. The elegant livery just underlines the aircraft’s sleek lines. Not spectacular, but a pretty result.
Maximize your location to tell the story.
Model : Nadine.
Often we forget to also incorporate the location by only focussing on the model. By "mixing" the two together and adding some props. You can really enhance the shot.
Saturday : July 14
Workshop fashion to the max.
Tara Schwetz, Acting Principal Deputy Director, National Institutes of Health
Susan Monarez, Acting Deputy Director, Advanced Research Projects Agency for Health (ARPA-H)
Howard Fillit, Co-Founder and Chief Science Officer, Alzheimer's Drug Discovery Foundation
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Grumman F8F Bearcat is an American single-engine carrier-based fighter aircraft introduced in late World War II and it was Grumman Aircraft's last piston-engine fighter aircraft.
The Bearcat concept began during a meeting between Battle of Midway veteran F4F Wildcat pilots and Grumman Vice President Jake Swirbul at Pearl Harbor on 23 June 1942. At the meeting, Lieutenant Commander Jimmie Thach emphasized one of the most important requirements in a good fighter plane was "climb rate". Climb performance is strongly related to the power-to-weight ratio and is maximized by wrapping the smallest and lightest possible airframe around the most powerful available engine. Another goal was that the G-58 (Grumman's design designation for the aircraft) should be able to operate from escort carriers, which were then limited to the obsolescent F4F Wildcat as the Grumman F6F Hellcat was too large and heavy. A small, lightweight aircraft would make this possible. After intensively analyzing carrier warfare in the Pacific Theater of Operations for a year and a half, Grumman began development of the G-58 Bearcat in late 1943.
In 1943, Grumman was in the process of introducing the F6F Hellcat, powered by the Pratt & Whitney R-2800 engine which provided 2,000 horsepower (1,500 kW). The R-2800 was the most powerful American engine available at that time, so it would be retained for the G-58. This meant that improved performance would have to come from a lighter airframe. To meet this goal, the Bearcat's fuselage was about 5 feet (1.5 m) shorter than the Hellcat and was cut down vertically behind the cockpit area. This allowed the use of a bubble canopy, the first to be fitted to a US Navy fighter. The vertical stabilizer was the same height as the Hellcat's, but increased aspect ratio, giving it a thinner look. The wingspan was 7 feet (2.1 m) less than the Hellcat's. Structurally the fuselage used flush riveting as well as spot welding, with a heavy gauge 302W aluminum alloy skin suitable for carrier landings. Armor protection was provided for the pilot, engine and oil cooler.
The Hellcat used a 13 ft 1 in (3.99 m) three-bladed Hamilton Standard propeller. A slight reduction in size was made by moving to a 12 ft 7 in (3.84 m) Aeroproducts four-bladed propeller. Keeping the prop clear of the deck required a long landing gear, though, which, combined with the shortened fuselage, gave the Bearcat a significant "nose-up" profile on the ground. The hydraulically operated undercarriage used an articulated trunnion which extended the length of the oleo legs when lowered; as the undercarriage retracted the legs were shortened, enabling them to fit into a wheel well which was entirely in the wing. An additional benefit of the inward retracting units was a wide track, which helped counter propeller torque on takeoff and gave the F8F good ground and carrier deck handling.
The design team had set the goal that the G-58 should weigh 8,750 pounds (3,970 kg) fully loaded. As development continued it became clear this was impossible to achieve as the structure of the new fighter had to be made strong enough for aircraft carrier landings. Ultimately much of the weight-saving measures included restricting the internal fuel capacity to 160 US gallons (610 l) (later 183 US gallons [690 l]) and limiting the fixed armament to just four .50 cal Browning M2/AN machine guns, two in each wing. The limited range due to the reduced fuel load would mean it would be useful in the interception role but meant that the Hellcat would still be needed for longer range patrols. A later role was defending the fleet against airborne kamikaze attacks. Compared to the Hellcat, the Bearcat was 20% lighter, had a 30% better rate of climb and was 50 mph (80 km/h) faster.
Another weight-saving concept the designers came up with was detachable wingtips. The wings were designed to fold at a point about 2⁄3 out along the span, reducing the space taken up on the carrier. Normally, the hinge system would have to be built very strong to transmit loads from the outer portions of the wing to the main spar in the inner section, which adds considerable weight. Instead of building the entire wing to be able to withstand high-g loads, only the inner portion of the wing was able to do this. The outer portions were more lightly constructed, and designed to snap off at the hinge line if the g-force exceeded 7.5 g. In this case the aircraft would still be flyable and could be repaired after returning to the carrier. This saved 230 pounds (100 kg) of weight.
The F8F prototypes were ordered in November 1943 and first flew on 21 August 1944, a mere nine months later. The first production aircraft was delivered in February 1945 and the first squadron, Fighter Squadron 19 (VF-19), was operational by 21 May 1945, but World War II was over before the aircraft saw combat service.
Postwar, the F8F became a major U.S. Navy and U.S. Marine Corps fighter, equipping 24 fighter squadrons in the Navy and a smaller number in the Marines. Often mentioned as one of the best-handling piston engine fighters ever built, its performance was sufficient to outperform many early jets. However, in United States service the F9F Panther and McDonnell F2H Banshee soon replaced the Bearcat as their performance and other advantages eclipsed piston-engine fighters. Therefore, many Bearcats with low flying hours were put in storage and/or sold to other nations.
One of these post-war operators became Uruguay, even though only with few aircraft. In 1942, Uruguay had received Grumman J4F Widgeon, Vought OS2U Kingfisher and Fairchild PT-23A trainers from the US under Lend-Lease, and after the war these were returned. A fundamental modernization of the Uruguayan Navy’s aviation branch started directly after WWII, though. During the years 1949 to 1957, a large supply of American aircraft was delivered. Among these were North American SNJ-4, Grumman Avenger, Martin Mariner and a mixed bunch of 12 old Grumman F6F Hellcats (-3, -5, -5N), delivered in 1952, even though not without trouble: to avoid the appearance of the United States supporting a small South American country, the planes were indirectly sold by a private company, Cobell Industries, and this meant that the planes came without armament to make the deal legal. However, after arriving in Uruguay, the planes were retrofitted with armament and other military hardware, while the pilots received training in the United States.
Attrition among the Hellcats was high and several F6Fs were soon lost in accidents. To fill these operational gaps, Uruguay closed a similar private deal, but this time for ten F8F Bearcat airframes, once more without armament and other military equipment. These arrived disassembled in crates in 1959 by ship. Upon re-assembly the former, all-blue USN aircraft were re-armed with 20 mm cannon instead of the original 0.5” (12.7 mm) machine guns, and they received new radio and navigational equipment. An additional oil cooler was mounted, too, visibly protruding from the cowling in front of the windscreen. When the Bearcats became operational in 1960, only six F6F had survived so far, and the Hellcats were soon withdrawn from service and fully replaced by the Bearcats.
During the mid-1960s, most of the ANU’s WWII-era planes reached the end of their operational lives and were written off. The Bearcats remained the only dedicated fighter aircraft of the Uruguayan Naval Aviation, and to expand the ANU’s ranks and build a stock of spare airframes to cannibalize, four more F8Us were ordered in late 1960. During this period, more aircraft from U.S. stock arrived and Beechcraft T-34 A, Beechcraft C-45, Grumman S-2A Tracker, Bell TH-13 and Sikorsky CH-34J were incorporated. Some more T-34A/B Mentors were exchanged from the Uruguayan Air Force for SNJ spare parts. During this phase, the Uruguayan Navy aircraft adopted a new high-visibility livery that had been introduced by the U.S. Navy in 1955, consisting of light gull grey over white. It replaced the former common overall dark sea blue paint scheme (sometimes with light grey undersides, as on the F6Fs).
The former tactical codes and large national insignia in four positions on the wings were initially retained, but this later changed into smaller wing roundels and “Armada” lettering replaced the large tactical codes on the fuselage – these were replaced with smaller markings on cowling and fin, now without the typical “A-“ (for Armada = Navy) prefix. The codes superficially resembled USN modex style codes now, but they were still just consecutive numbers as before. Another detail all ANU aircraft retained after their general livery update was the Uruguayan flag on the fin instead of a stylized banner version of the roundels, which were carried by the air force.
Towards the late Sixties, Uruguay was caught by political turmoil. In the late 1950s, partly because of a worldwide decrease in demand for Uruguayan agricultural products, Uruguayans suffered from a steep drop in their standard of living, which led to student militancy and labor unrest. An armed group, known as the Tupamaros, emerged in the 1960s, engaging in activities such as bank robbery, kidnapping and assassination, in addition to attempting an overthrow of the government.
President Jorge Pacheco declared a state of emergency in 1968, followed by a further suspension of civil liberties in 1972. In 1973, amid increasing economic and political turmoil, the armed forces, asked by the President Juan María Bordaberry, disbanded Parliament and established a civilian-military regime. The CIA-backed campaign of political repression and state terror involving intelligence operations and assassination of opponents was called Operation Condor. The Uruguayan Naval Aviation did not get directly involved in the inner tensions and the F8Fs saw only sporadic use during this phase, primarily in “show of force” appearances. They did not fire in anger, though, and served on well into the Seventies, even though maintenance became more and more complicated and expensive. In consequence, more and more machines had to be grounded or even fully retired and cannibalized to keep the small fleet flightworthy.
In 1979 nine North American T-28D Fennec and three C-45 were donated by the Argentinian Navy, and in 1980 the ANU’s F8Fs, which were now primarily used as attack aircraft, were retired, after only five of the original fourteen aircraft had been left operational. The Fennecs were used as a light attack platform until 2000.
General characteristics:
Crew: 1
Length: 28 ft 3 in (8.61 m)
Wingspan: 35 ft 10 in (10.92 m)
Height: 13 ft 10 in (4.22 m)
Wing area: 244 sq ft (22.7 m²)
Aspect ratio: 5.02
Airfoil: root: NACA 23018; tip: NACA 23009
Empty weight: 7,650 lb (3,470 kg)
Max takeoff weight: 13,460 lb (6,105 kg)
Powerplant:
1× Pratt & Whitney R-2800-30W Double Wasp 18-cylinder air-cooled radial piston engine,
with 2,250 hp (1,680 kW), driving an Aeroproducts 4-bladed constant-speed propeller
Performance:
Maximum speed: 455 mph (732 km/h, 395 kn)
Range: 1,105 mi (1,778 km, 960 nmi)
Service ceiling: 40,800 ft (12,400 m)
Rate of climb: 4,465 ft/min (22.68 m/s)
Wing loading: 42 lb/sq ft (210 kg/m²)
Power/mass: 0.22 hp/lb (0.36 kW/kg)
Armament:
4× 20 mm (.79 in) AN/M3 cannon with a total of 820 rounds
1× ventral (1.600 lb /725 kg) plus 2× underwing hardpoints (1.000 lb /454 kg each)
for a total ordnance of 3.600 lb (1.600 kg), including 150 and 200 gal. drop tanks,
4× 5” (127 mm) and/or bombs of up to 1,000 lb (454 kg) caliber
The kit and its assembly:
This rather simple what-if project is #2 in my current “Uruguayan What-if Series”. I had a surplus FROG 1:72 F8F in the Stash™ that I had bought in a cheap lot a while ago, but never had – beyond tentatively switching the engine to a Centaurus and painting it in Royal Navy colors – a good plan for it. This changed when I came across the Mistercraft F6F-5, a re-boxed Heller kit that comes with a vast decal set for no less than eight aircraft that also includes the exotic Uruguayan Navy markings from the Fifties. The idea: couldn’t the nimble F8F be a good complement or even a replacement for the ill-fated Uruguayan Hellcats?
Therefore, this became a simple “re-badging” of an unmodified Bearcat, just with some minor cosmetic twists. These included cockpit implants like a tub with side consoles (IIRC from a Heller Me 262) and a dashboard (of uncertain origin), some additional antennae (including a scratched IDF loop antenna fairing) on the back as well as a small pitot under the left wing. As a pure fighter I outfitted the Bearcat just with its OOB ventral drop tank (the bombs and HVARs that come with the kit look rather fishy). The propeller was replaced, too, with a (much) better alternative left over from an ArtModel F8F-2, the (by far) best kit of the Bearcat I have come across yet. It was mounted on a plastic rod which perfectly matched the opening/channel in the engine block, spinning free.
The FROG F8F is a simple, if not primitive and crude, affair, and fit is only mediocre – especially the wing/fuselage intersection did not fit at all. There are huge trenches around the flaps on the lower wing surfaces, and the landing gear is rather massive – just like anything else about the model. You get raised panel lines, but they are rather fine and there are not too many of them.
After having built the FROG kit I think it’s (even) weaker than the vintage Monogram kit, which is riddled with rivets and panel lines, but leaves overall a better impression. Gotta try the relatively new Hobby Boss 1:72 F8F someday, too – it looks like a compromise between all other kits.
Painting and markings:
A secondary factor behind this build was the plan to paint an F8F in the later USN grey-over-white high-viz livery, which some very late USMC AUs carried in real life. Since many aircraft of the Uruguayan Navy adopted this livery style in the late Sixties, too (e. g. the S-2 Trackers), it would look very natural on an ANU Bearcat.
The model was molded in dark-blue plastic and applying white was quite challenging. I relied upon a special, highly opaque white acrylic paint (rattle can) as a primer, Light Gull Grey (FS 36440, Humbrol 40) was added with a brush later. A dirty black (Revell 06) anti-glare panel was added in front of the windscreen. As an individual detail the propeller boss was painted red – inspired by a USN F8F I saw in literature with such a marking, and the real ANU Hellcats had their propeller bosses painted red, too.
The cockpit interior as well as the inside of the cowling were painted in chromate green (I used Humbrol 150), while the landing gear and its respective wells became, after long consideration, white. Being former USN aircraft, the F8Fs would certainly have had green bays with dark blue landing gear struts and wheel discs upon delivery – but I referred to pictures from the real ANU F6Fs as benchmark, and these had apparently all-white landing gear surfaces, matching their undersides, so I adopted this style for the Bearcat, too.
The kit received a light overall washing with black ink and some post-panel shading. As mentioned above, the decals came from a Mistercraft F6F (roundels and fin flash), while an Croco Models aftermarket sheet with decals for south American T-34s provided the basis for the tactical codes. The unit emblems on the cowling were taken from the same sheet, even though the actually belong to a Uruguayan Air Force T-34.
After some detail painting (exhaust stubs, oil cooler, position lights) and weathering (exhaust and gun soot with graphite) the model was sealed with matt acrylic varnish. Because the Bearcat would have been rather freshly painted, I omitted oil stains around the engine and the oil cooler.
Not a complex project, and the FROG Bearcat was a bit of a disappointment – but what could I expect from a mold dating back to 1975? Well, it found a good use – and in the Sixties’ USN high-viz livery the compact F8F looks a bit like a juvenile Douglas AD/A-1 Skyraider?
This is not just another cardboard, retail sign. This patented system is quick and easy to assemble. It’s foldable and economical to ship. Our high quality graphic print capabilities and graphic design team allow us to fully customize each display for your specific needs. We offer multiple sizes and all of our corrugated displays and signs are made from sustainable and recyclable materials. The Flash Totem is a great value for little cost. We offer the best in-store, point of purchase signs and displays on the market today. We can help you come up with a design that will make an impact in retail stores everywhere and maximize your ROI. Contact us today to get your free quote at www.landaal.com