In Somaliland, cash-for-work initiatives are repairing productive infrastructure prioritized by communities, such as water catchments to capture the next rains and maintain water availability and contour bunds to control soil erosion, promote water retention and increase production.

Read more about FAO and cash for work.

Photo credit must be given: ©FAO/F. Nyakairu. Editorial use only. Copyright FAO

Kevin Delaney, Editor-in-Chief and Chief Executive Officer, Charter, USA, speaking in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico

Nigeria, 2017: Education activist Malala Yousafzai (in black) meets with schoolgirls displaced by the Boko Haram crisis, in Maiduguri, epicentre of the crisis in the country’s north-east – where 3 million children need support to keep learning. “Nigeria is the richest country in Africa, but has more girls out of school than any country in the world,” Ms. Yousafzai said. “For these girls and for their country’s future, Nigeria’s leaders must immediately prioritize education.”

©UNICEF/UN072059/Abubakar

To see more: medium.com/photography-and-social-change

To learn more: www.unicef.org

The designer of the Salmamundi-class heavy cruiser is unknown. The manufacturer is unknown. The original commissioner of the design is unknown. In fact, very little about the origins of this particular class of vessel are known. The reasons for this are obvious: the Salmamundi is a pirate vessel. In fact, it is the only known vessel to be exclusivley operated by pirates and other criminals, as well as being, as far as could be determined, designed and built by them.

The Salmagundi prioritizes above all else speed. It Is one of the fastest type of ship in the galaxy, capable of outrunning almost anything else. The standard tactic for this ship seems to be to lie in wait in a heavily trafficked area with all systems bar minimal life support deactivated. Once the passive sensores detect prey, it jumps to life, running down its target, boarding, seizing all valuables before making its escape. For this purpose it also has large storing capacity.

The immense power it draws on to accelerate comes at a price, however, as its shields are very weak, and its armour barely that of a light cruiser. Its large size means that entire pirate crews can live on it, negating the need for a vulnerable home base, but it also means the capture or destruction of one results in an enormous loss for a pirate faction. In fact, only one has ever been captured intact, by the Tracy-Nimmer Corporation. Most tend to be crewed very aggressively, as most pirates prefer death to capture, which often as not is a slower, more painful death.

The main opposition to this vessel is the Vanguard-class types of the Tracy-Nimmer Corporation, as well as the Elicerent-class of the Nova Corporation. The Salmagundi is able to outrun nearly all opponents, except for the Vanguard-class, which is more than powerful enough to destroy a Salmagundi with ease. The one captured Salmagundi proved a treasure trove of information, which the Tracy-Nimmer Corporation graciously shared to interested parties, for a price.

The only other major threat to this ship class is one of the most creative, unique and bizarre ship type. The Elicirent-class is visually identical to the Asinus-class cargo hauler of the Nova corporation. However, it is filled with explosives and completely devoid of life, sending out false readings and signals to fool pirate scanners. Once a pirate vessel attaches to board, the Elicirent simply blows up, usually taking the entire pirate crew along with it. A brilliant solution from a much smaller corporation that has neither the time or resources to build its own fleet of escorts. The concept was so successful that other companies soon copied it with their own designs. From then on any such decoy ship was simply called an Elicirent regardless of its actual design or class.

Such a huge influx of danger to pirates and criminals directly led to the Great Securing, whereafter only a few pirates, the most desperate or crafty ones, remained set in their ways and continued to wage their own, private war against honest citizens of the galaxy. But year after year, there are less and less of them...

en.wikipedia.org/wiki/Philae_temple_complex

The Philae temple complex (/ˈfaɪliː/; Greek: Φιλαί or Φιλή and Πιλάχ, Arabic: فيلة Egyptian Arabic: [fiːlæ], Egyptian: p3-jw-rķ' or 'pA-jw-rq; Coptic: ⲡⲓⲗⲁⲕ, ⲡⲓⲗⲁⲕϩ, Coptic pronunciation: [ˈpilɑk, ˈpilɑkh]) is an island-based temple complex in the reservoir of the Aswan Low Dam, downstream of the Aswan Dam and Lake Nasser, Egypt.

Until the International Campaign to Save the Monuments of Nubia, the temple complex was located on Philae Island, near the expansive First Cataract of the Nile in Upper Egypt. These rapids and the surrounding area have been variously flooded since the initial construction of the Aswan Low Dam in 1902. The temple complex was dismantled and moved to nearby Agilkia Island as part of the UNESCO Nubia Campaign project, protecting this and other complexes before the 1970 completion of the Aswan High Dam. The hieroglyphic reliefs of the temple complex are being studied and published by the Philae Temple Text Project of the Austrian Academy of Sciences, Vienna (Institute OREA).

Geography

Philae is mentioned by numerous ancient writers, including Strabo, Diodorus Siculus, Ptolemy, Seneca, Pliny the Elder. It was, as the plural name indicates, the appellation of two small islands situated in latitude 24° north, just above the First Cataract near Aswan (Egyptian Swenet "Trade;" Ancient Greek: Συήνη). Groskurd computes the distance between these islands and Aswan at about 100 km (62 mi).

Despite being the smaller island, Philae proper was, from the numerous and picturesque ruins formerly there, the more interesting of the two. Before the inundation, it was not more than 380 metres (1,250 ft) long and about 120 metres (390 ft) broad. It is composed of syenite: its sides are steep and on their summits a lofty wall was built encompassing the island.

Since Philae was said to be one of the burying-places of Osiris, it was held in high reverence both by the Egyptians to the north and the Nubians (often referred to as "Ethiopians" in Greek) to the south. It was deemed profane for any but priests to dwell there and was accordingly sequestered and denominated "the Unapproachable" (Ancient Greek: ἄβατος). It was reported too that neither birds flew over it nor fish approached its shores. These indeed were the traditions of a remote period; since in the time of the Ptolemaic Kingdom, Philae was so much resorted to, partly by pilgrims to the tomb of Osiris, partly by persons on secular errands, that the priests petitioned Ptolemy VIII Physcon (170-117 BC) to prohibit public functionaries at least from coming there and living at their expense.

In the nineteenth century, William John Bankes took the Philae obelisk on which this petition was engraved to England. When its Egyptian hieroglyphs were compared with those of the Rosetta Stone, it threw great light upon the Egyptian consonantal alphabet.

The islands of Philae were not, however, merely sacerdotal abodes; they were the centres of commerce also between Meroë and Memphis. For the rapids of the cataracts were at most seasons impracticable, and the commodities exchanged between Egypt and Nubia were reciprocally landed and re-embarked at Syene and Philae.

The neighbouring granite quarries also attracted a numerous population of miners and stonemasons; and, for the convenience of this traffic, a gallery or road was formed in the rocks along the east bank of the Nile, portions of which are still extant.

Philae also was remarkable for the singular effects of light and shade resulting from its position near the Tropic of Cancer. As the sun approached its northern limit the shadows from the projecting cornices and moldings of the temples sink lower and lower down the plain surfaces of the walls, until, the sun having reached its highest altitude, the vertical walls are overspread with dark shadows, forming a striking contrast with the fierce light which illuminates all surrounding objects.

Construction

The most conspicuous feature of both islands was their architectural wealth. Monuments of various eras, extending from the Pharaohs to the Caesars, occupy nearly their whole area. The principal structures, however, lay at the south end of the smaller island.

The most ancient was a temple for Isis, built in the reign of Nectanebo I during 380-362 BC, which was approached from the river through a double colonnade. Nekhtnebef was his ancient Egyptian royal titulary and he became the founding pharaoh of the Thirtieth and last native dynasty when he deposed and killed Nepherites II.

For the most part, the other ruins date from the Ptolemaic Kingdom, more especially with the reigns of Ptolemy II Philadelphus, Ptolemy V Epiphanes, and Ptolemy VI Philometor (282-145 BC), with many traces of Roman work in Philae dedicated to Ammon-Osiris.

In front of the propyla were two colossal lions in granite, behind which stood a pair of obelisks, each 13 metres (43 ft) high. The propyla were pyramidal in form and colossal in dimensions. One stood between the dromos and pronaos, another between the pronaos and the portico, while a smaller one led into the sekos or adyton. At each corner of the adytum stood a monolithic shrine, the cage of a sacred hawk. Of these shrines one is now in the Louvre, the other in the Museum at Florence.

Beyond the entrance into the principal court are small temples, one of which, dedicated to Isis, Hathor, and a wide range of deities related to midwifery, is covered with sculptures representing the birth of Ptolemy Philometor, under the figure of the god Horus. The story of Osiris is everywhere represented on the walls of this temple, and two of its inner chambers are particularly rich in symbolic imagery. Upon the two great propyla are Greek inscriptions intersected and partially destroyed by Egyptian figures cut across them.

The monuments in both islands indeed attested, beyond any others in the Nile valley, the survival of pure Egyptian art centuries after the last of the Pharaohs had ceased to reign. Great pains have been taken to mutilate the sculptures of this temple. The work of demolition is attributable, in the first instance, to the zeal of the early Christians, and afterward, to the policy of the Iconoclasts, who curried favour for themselves with the Byzantine court by the destruction of heathen images as well as Christian ones.[citation needed] Images/icons of Horus are often less mutilated than the other carvings. In some wall scenes, every figure and hieroglyphic text except that of Horus and his winged solar-disk representation have been meticulously scratched out by early Christians. This is presumably because the early Christians had some degree of respect for Horus or the legend of Horus - it may be because they saw parallels between the stories of Jesus and Horus (see Jesus in comparative mythology#Iconography and #Dying-and-rising god archetype).

The soil of Philae had been prepared carefully for the reception of its buildings–being leveled where it was uneven, and supported by masonry where it was crumbling or insecure. For example, the western wall of the Great Temple, and the corresponding wall of the dromos, were supported by very strong foundations, built below the pre-inundation level of the water, and rested on the granite which in this region forms the bed of the Nile. Here and there steps were hewn out from the wall to facilitate the communication between the temple and the river.

At the southern extremity of the dromos of the Great Temple was a smaller temple, apparently dedicated to Hathor; at least the few columns that remained of it are surmounted with the head of that goddess. Its portico consisted of twelve columns, four in front and three deep. Their capitals represented various forms and combinations of the palm branch, the doum palm branch, and the lotus flower. These, as well as the sculptures on the columns, the ceilings, and the walls were painted with the most vivid colors, which, owing to the dryness of the climate, have lost little of their original brilliance.

History

The ancient Egyptian name of the smaller island meant "boundary". As their southern frontier, the pharaohs of Egypt kept there a strong garrison, and it was also a barracks for Greek and Roman soldiers in their turn.

The first religious building on Philae was likely a shrine built by Pharaoh Taharqa of the 25th Dynasty, which was probably dedicated to Amun. However this structure is only known from a few blocks reused in later buildings, which Gerhard Haeny suspects may have been brought over for reuse from structures elsewhere.

The oldest temple to have undoubtedly stood on the island, as well as the first evidence of Isis-worship there, was a small kiosk built by Psamtik II of the 26th Dynasty.  This was followed by contributions from Amasis II (26th Dynasty) and Nectanebo I (30th Dynasty).  Of these early buildings, only two elements built by Nectanebo I survive– a kiosk that was originally the vestibule of the old Isis temple, and a gateway which was later incorporated into the first pylon of the current temple.

Ptolemaic era

More than two thirds of Philae's surviving structures were built in the Ptolemaic era, during which the island became a prominent site of pilgrimage not only for Egyptians and Nubians but for pilgrims from as far as Anatolia, Crete, and the Greek mainland. Some of these pilgrims marked their presence with inscriptions on the temple walls, including votive inscriptions known as proskynemata, as well as other types. Among these are inscriptions left by four Romans in 116 BC, which represent the oldest known Latin inscriptions in Egypt.

Along with the various contributions of Ptolemaic rulers, Philae also received additions from the Nubian king Arqamani, who contributed to the Temple of Arensnuphis and the mammisi, and his successor Adikhalamani, whose name has been found on a stela on the island. Some experts have interpreted these additions as signs of collaboration between the Nubian and Ptolemaic governments, but others consider them to represent a period of Nubian occupation of the region, likely enabled by the revolt of Hugronaphor in Upper Egypt. The cartouches of Arqamani were later erased by Ptolemy V, while the stela of Adikhalamani was eventually reused as filling under the floor of the pronaos.

Roman era

The Roman era saw an overall decline in pilgrimage to Philae, especially from Mediterranean regions, as evidenced by the reduced number of inscriptions. Nevertheless, it remained an important sacred site, especially for Nubians, who continued to visit both as individual pilgrims and in official delegations from their government in Meroë.

Several Roman emperors made artistic and architectural contributions to Philae. While most of the architectural additions date to the Julio-Claudian dynasty, the island continued to receive contributions to its temples up to the time of Caracalla as well as a triple arch built by Diocletian. In AD 298, Diocletian ceded Roman territory south of the First Cataract as part of an agreement made with the neighboring Nobades, withdrawing the border to about the area of Philae itself. The Kushite king Yesebokheamani made a pilgrimage to Philae in this period and may have taken over the Roman hegemony.

During the Roman era, Philae was the site of the last known inscription in Egyptian hieroglyphs, written in AD 394, and the last known Demotic inscription, written in 452.

Christianization

Christianity seems to have been present at Philae by the fourth century, at which point it coexisted with traditional Egyptian religion. According to the Coptic hagiography Life of Aaron, the first bishop of Philae was Macedonius (attested in the early fourth century), who is said to have killed the sacred falcon kept on the island, though modern experts question the historicity of this account. By the mid fifth century, a petition from Bishop Appion of Syene to co-emperors Theodosius II and Valentinian III indicates the presence of multiple churches on the island functioning alongside the pagan temples.

Traditional worship at Philae appears to have survived into at least the fifth century, despite the anti-pagan persecutions of that time. In fact, the fifth-century historian Priscus mentions a treaty between the Roman commander Maximinus and the Blemmyes and Nobades in 452, which among other things ensured access to the cult image of Isis.

According to the sixth-century historian Procopius, the temple was closed down officially in AD 537 by the local commander Narses the Persarmenian in accordance with an order of Byzantine emperor Justinian I. This event is conventionally considered to mark the end of ancient Egyptian religion. However, its importance has recently come into question, following a major study by Jitse Dijkstra who argues that organized paganism at Philae ended in the fifth century, based on the fact that the last inscriptional evidence of an active pagan priesthood there dates to the 450s. Nevertheless, some adherence to traditional religion seems to have survived into the sixth century, based on a petition from Dioscorus of Aphrodito to the governor of the Thebaid dated to 567. The letter warns of an unnamed man (the text calls him "eater of raw meat") who, in addition to plundering houses and stealing tax revenue, is alleged to have restored paganism at "the sanctuaries," possibly referring to the temples at Philae.

Philae retained significance as a Christian center even after its closure as a pagan site. Five of its temples were converted into churches (including the Temple of Isis, which was dedicated to Saint Stephen), and two purpose built churches were constructed on the north side of the island.

1800s

The island of Philae attracted much attention in the 19th century. In the 1820s, Joseph Bonomi the Younger, a British Egyptologist and museum curator visited the island. So did Amelia Edwards, a British novelist in 1873–1874.

The approach by water is quite the most beautiful. Seen from the level of a small boat, the island, with its palms, its colonnades, its pylons, seems to rise out of the river like a mirage. Piled rocks frame it on either side, and the purple mountains close up the distance. As the boat glides nearer between glistening boulders, those sculptured towers rise higher and even higher against the sky. They show no sign of ruin or age. All looks solid, stately, perfect. One forgets for the moment that anything is changed. If a sound of antique chanting were to be borne along the quiet air–if a procession of white-robed priests bearing aloft the veiled ark of the God, were to come sweeping round between the palms and pylons–we should not think it strange.

— Amelia B. Edwards, A thousand miles up the Nile / by Amelia B. Edwards, 1831-1892, p. 207.

These visits are only a small sample of the great interest that Victorian-era Britain had for Egypt. Soon, tourism to Philae became common.

1900s

In 1902, the Aswan Low Dam was completed on the Nile River by the British. This threatened to submerge many ancient landmarks, including the temple complex of Philae. However, the British prioritized the advancement of Modern Egypt at the expense of the complex. The height of the dam was raised twice, from 1907 to 1912 and from 1929 to 1934, and the island of Philae was nearly always flooded. In fact, the only times that the complex was not underwater was when the dam's sluices were open from July to October.

It was proposed that the temples be relocated, piece by piece, to nearby islands, such as Bigeh or Elephantine. However, the temples' foundations and other architectural supporting structures were strengthened instead. Although the buildings were physically secure, the island's attractive vegetation and the colors of the temples' reliefs were washed away. Also, the bricks of the Philae temples soon became encrusted with silt and other debris carried by the Nile.

Rescue project

The temples had been practically intact since the ancient days, but with each inundation the situation worsened and in the 1960s the island was submerged up to a third of the buildings all year round.

In 1960 UNESCO started a project to try to save the buildings on the island from the destructive effect of the ever-increasing waters of the Nile. First, building three dams and creating a separate lake with lower water levels was considered.

First of all, a large coffer dam was built, constructed of two rows of steel plates between which a 1 million cubic metres (35 million cubic feet) of sand was tipped. Any water that seeped through was pumped away.

External images

Next the monuments were cleaned and measured, by using photogrammetry, a method that enables the exact reconstruction of the original size of the building blocks that were used by the ancients. Then every building was dismantled into about 40,000 units from 2 to 25 tons, and then transported to the nearby Island of Agilkia, situated on higher ground some 500 metres (1,600 ft) away. The transfer itself took place between 1977 and 1980.

Nearby locations of interest

Prior to the inundation, a little west of Philae lay a larger island, anciently called Snem or Senmut, but now Bigeh. It is very steep, and from its most elevated peak affords a fine view of the Nile, from its smooth surface south of the islands to its plunge over the shelves of rock that form the First Cataract. Philae, Bigeh and another lesser island divided the river into four principal streams, and north of them it took a rapid turn to the west and then to the north, where the cataract begins.

Bigeh, like Philae, was a holy island; its ruins and rocks are inscribed with the names and titles of Amenhotep III, Ramesses II, Psamtik II, Apries, and Amasis II, together with memorials of the later Macedonian and Roman rulers of Egypt. Its principal ruins consisted of the propylon and two columns of a temple, which was apparently of small dimensions, but of elegant proportions. Near them were the fragments of two colossal granite statues and also an excellent piece of masonry of much later date, having the aspect of an arch belonging to a church or mosque.

During the Capacity Development - Financial Sector Stability session at the 2019 IMF/World Bank Spring Meetings at IMF Headquarters April 10, 2019 in Washington, DC, Nico Valckx, Naoto Osawa, and Tumubweine Twinemanzi answe the questions : How can policymakers implement a strong reform agenda? Join us to learn how countries such as Uganda are using targeted tools like the Financial Sector Stability Review, so they can prioritize reforms and build a more resilient financial sector. IMF Photograph/Joshua Roberts

Sauda trip in november 2007.

Used@

1 commons.wikimedia.org/wiki/File:Åbødalen_Waterfall.jpg

2 Photos of Waterfalls

www.webparade.co.uk/2010/09/photos-of-waterfalls.html

3 www.noblearkventures.com/prioritizing-resources-based-mar...

Prioritize…

Write essays.

Design.

Paint.

Draw.

Sculpt ...

& Make time for sleep.

Situation is mad. I have it under control. Or do I?

ok back to work...

Staging area for priority piloted convoy procession along the BC Highway 4 detour route. BC Highway 4 remains closed. Detour route is prioritizing commercial vehicle traffic at each side of the detour throughout the day. For more info check DriveBC.ca

OP-ED

Commemorating World TB Day 2022

Dr Ghulam Nabi Kazi

MARCH 23, 2022

World Tuberculosis (TB) Day is here again to commemorate the 140th anniversary of the discovery of Mycobacterium Tuberculosis as TB’s causative agent by Heinrich Hermann Robert Koch. Having been associated with the program in Pakistan since 1998 or 1999 when we seriously initiated an inter-provincial dialogue on the need for a proper mechanism to adopt the World Health Organization’s DOTS strategy, this may be an excellent time to recount the successes and challenges that TB control programs have encountered in nearly a quarter-century. But let us take a broader view of things.

Neither Robert Koch nor those who invented the appropriate drugs and/or diagnostics replicable on national scales would be happy had they been alive to see the disease still prospering today in developing countries. The reasons for these are multifarious – some are fragile states with weak health systems, others have existential threats, some have not prioritized TB as a major health threat, but they all have one thing in common; they are not spending enough to control or eliminate the disease. As a result, multi-drug resistant strains of TB are appearing in the richest nations with the strongest health systems. But let me add that the emergence of COVID-19 has revealed that no health system in the world is really strong, particularly in terms of communicable disease control. The proverbial “Captain of Death,” as TB was once called, continues to wreak its havoc globally. In 2020, around 10 million, including 3.3. million women and 1.1 million children, fell ill with TB while 1.5 million died from it, many more than the new pandemic.

n Pakistan, we seem to have relied too much for too long solely on a medical solution to the social problem of TB.

Returning to Pakistan, it is fifth on the list of high-burden TB countries after India, China, Indonesia and the Philippines, with 600,000 new people getting the disease and 44,000 dying annually from it. The national and provincial programs took off in a big way from 2000 onwards and on March 24, 2001, TB was declared a national emergency. However, that sense of urgency seems to have diluted since 2020 when the COVID-19 pandemic brought about a significant lowering in case notifications as well as the expenditure on controlling TB.

TB control is based on the principle of treating and curing the existing pool of persons suffering from the disease to prevent them from infecting others. Thus, we have to identify as many TB patients as possible and cure them mostly with a six-month treatment regimen. Moving towards elimination by the year 2030, Pakistan will also need to provide preventive treatment to a sizable proportion (30-40 per cent) of its population, estimated to have latent TB without symptoms, to prevent them from developing active TB. While there are more than 5,200 public sector health centres providing free TB diagnostic care for 2 decades, we are yet missing 200,000 cases annually due to which the disease incidence is not lowering, despite significant investment from the government and donors, particularly the Global Fund, USAID, WHO and the Stop TB Partnership.

This year’s World TB Day comes around 8 months before the United Nations will review the progress of countries in controlling TB following the powerful 2018 declaration and has the theme: “Invest to End TB. Save Lives.” The message is clear. We have to look beyond COVID-19 and spend more money to control the more deadly pandemic of TB that has haunted us since pre-historic times.

In Pakistan, it seems we have relied too much for too long solely on a medical solution to the social problem of TB, which requires a human rights-based TB response, supported, of course, by good clinical practices. We must bring about a paradigm shift to focus more on the people affected by TB and not just their medical problems. TB is a disease of poverty that is known to perpetuate poverty further. Just the way, the constitution of the WHO calls for attaining the highest standards of health for the entire world population, it is imperative to adopt a rights-based approach that is more gender-sensitive and leverages existing national laws including the right to health, non-discrimination, privacy & confidentiality, information and liberty. This will, in turn, transform the TB response to be more equitable and people-centred making it necessary to target those most at-risk for TB whether due to their social status, peripheral locations or occupational hazards.

More importantly, we have to eliminate the discrimination, which stems from the stigma attached to TB, which is known to be widespread and impinging on employment, education, housing, and even family relations. As pointed out by the President of Pakistan Dr Arif Alvi at the TB summit on the 18th January 2022, it is this very stigma and discrimination that leads to delayed diagnosis and treatment initiation. The President and First Lady are personally leading the fight against Tuberculosis and Breast Cancer, respectively by reducing the stigma attached to both conditions.

It is also widely known that while fewer women contract TB, they disproportionately bear the brunt of it in terms of personal relationships and diminished social status. Our health facilities may also be failing to provide the right to privacy & confidentiality in avoiding disclosures of personal health information. Although laws in Pakistan safeguard this right, our socio-cultural fabric tends to violate it. Then the right to liberty does not permit us to confine people with TB but rather treat them in domiciliary settings with the necessary precautions. Marginalized groups including the homeless, nomads, refugees, IDPs, migrants, minorities and people with mental health issues often require special attention for their specific needs.

In case Pakistan’s provincial TB programs can incorporate this missing link in their care protocols, we can accelerate the elimination of this disease much more rapidly and hopefully by the targeted date of 2030. It will entail a lot of empathy, adherence to laws, enhanced efforts for better diagnostics and treatment choices, with sharing of human suffering and pain, yet it is a goal we simply have to achieve!

The writer is a senior public health specialist and Editor in Chief of Public Health Action.

"The Jefferson Memorial is a presidential memorial built in Washington, D.C. between 1939 and 1943 in honor of Thomas Jefferson, the principal author of the United States Declaration of Independence, a central intellectual force behind the American Revolution, founder of the Democratic-Republican Party, and the nation's third president.

The Jefferson Memorial features multiple Jefferson quotes designed to capture Jefferson's ideology and philosophy, known as Jeffersonian democracy, which was staunchly supportive of American republicanism, individual rights, religious freedom, states' rights, and virtue and prioritized and valued what he saw as the undervalued independent yeoman. Jefferson was simultaneously deeply skeptical of cities and financiers and hostile to aristocracy, elitism, and corruption. He is widely considered among the most influential political minds of his age and one of the most consequential intellectual forces behind the American Revolution.

The Jefferson Memorial is built in neoclassical style and is situated in West Potomac Park on the shore of the Potomac River. It was designed by John Russell Pope, a New York City architect, and built by Philadelphia contractor John McShain. Construction on it began in 1939 and was completed in 1943, though the bronze statue of Jefferson was not completed and added until four years after its dedication and opening, in 1947. Pope made references to the Roman Pantheon, whose designer was Apollodorus of Damascus, and to Jefferson's own design for the rotunda at the University of Virginia as inspirations for the memorial's aesthetics.

The Jefferson Memorial and White House form a main anchor point to the National Mall in Washington, D.C. The Washington Monument, initially intended to be built at the intersection of the White House and the Jefferson Memorial's site, was ultimately built further east because the ground at that location was deemed too soft and swampy.

The Jefferson Memorial is a designated national memorial and is managed by the National Park Service of the U.S. Department of the Interior's National Mall and Memorial Parks division. In 1966, the Jefferson Memorial was named to the National Register of Historic Places. In 2007, it ranked fourth on the "list of America's favorite architecture", published by the American Institute of Architects.

The National Mall is a landscaped park near the downtown area of Washington, D.C., the capital city of the United States, and contains and borders a number of museums of the Smithsonian Institution, art galleries, cultural institutions, and various memorials, sculptures, and statues. It is administered by the National Park Service (NPS) of the United States Department of the Interior as part of the National Mall and Memorial Parks unit of the National Park System. The park receives approximately 24 million visitors each year.

The core area of the National Mall extends between the United States Capitol grounds to the east and the Washington Monument to the west and is lined to the north and south by several museums and a federal office building. The term National Mall may also include areas that are also officially part of neighboring West Potomac Park to the south and west and Constitution Gardens to the north, extending to the Lincoln Memorial on the west and Jefferson Memorial to the south.

Washington, D.C., formally the District of Columbia, also known as just Washington or simply D.C., is the capital city and federal district of the United States. It is located on the east bank of the Potomac River, which forms its southwestern and southern border with the U.S. state of Virginia, and it shares a land border with the U.S. state of Maryland on its other sides. The city was named for George Washington, a Founding Father and the first president of the United States, and the federal district is named after Columbia, the female personification of the nation. As the seat of the U.S. federal government and several international organizations, the city is an important world political capital. It is one of the most visited cities in the U.S. with over 20 million annual visitors as of 2016.

The U.S. Constitution provides for a federal district under the exclusive jurisdiction of Congress; the district is not a part of any U.S. state (nor is it one itself). The signing of the Residence Act on July 16, 1790, approved the creation of the capital district located along the Potomac River near the country's East Coast. The City of Washington was founded in 1791, and Congress held its first session there in 1800. In 1801, the territory, formerly part of Maryland and Virginia (including the settlements of Georgetown and Alexandria), officially became recognized as the federal district. In 1846, Congress returned the land originally ceded by Virginia, including the city of Alexandria; in 1871, it created a single municipal government for the remaining portion of the district. There have been efforts to make the city into a state since the 1880s, a movement that has gained momentum in recent years, and a statehood bill passed the House of Representatives in 2021.

The city is divided into quadrants centered on the Capitol, and there are as many as 131 neighborhoods. According to the 2020 census, it has a population of 689,545, which makes it the 23rd most populous city in the U.S. as of 2020, the third most populous city in the Mid-Atlantic, and gives it a population larger than that of two U.S. states: Wyoming and Vermont. Commuters from the surrounding Maryland and Virginia suburbs raise the city's daytime population to more than one million during the workweek. Washington's metropolitan area, the country's sixth largest (including parts of Maryland, Virginia and West Virginia), had a 2020 estimated population of 6.3 million residents; and over 54 million people live within 250 mi (400 km) of the District.

The three branches of the U.S. federal government are centered in the district: Congress (legislative), the president (executive), and the Supreme Court (judicial). Washington is home to many national monuments and museums, primarily situated on or around the National Mall. The city hosts 177 foreign embassies as well as the headquarters of many international organizations, trade unions, non-profits, lobbying groups, and professional associations, including the World Bank Group, the International Monetary Fund, the Organization of American States, AARP, the National Geographic Society, the American Red Cross, and others.

A locally elected mayor and a 13-member council have governed the district since 1973. Congress maintains supreme authority over the city and may overturn local laws. The District of Columbia does not have representation in Congress, although D.C. residents elect a single at-large congressional delegate to the House of Representatives who has no vote. District voters choose three presidential electors in accordance with the Twenty-third Amendment to the United States Constitution, ratified in 1961." - info from Wikipedia.

The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.

Now on Instagram.

Become a patron to my photography on Patreon or donate.

s/n 0585GT

240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm

• Very first of the second series 14-louver design

• One of nine examples built

• Featured in the Hollywood Classic, The Love Bug

• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification

• Received a class award at the 2011 Quail Motorsports Gathering

• Single ownership for 14 years and offered for the first time ever at auction

• Pristine example of Ferrari’s most revered berlinetta

The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.

The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.

Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.

With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.

This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.

Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.

Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.

In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.

On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”

Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.

[Text from RM Auctions]

www.rmauctions.com/lots/lot.cfm?lot_id=1052658

This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.

21 September 2017, New York - In a high-level event organized by UN Women in the context of the 72nd session of the UN General Assembly, Melinda Gates, Co-Chair and Trustee of the Bill & Melinda Gates Foundation; Jack Ma, Executive Chair of the Alibaba Group; and Nirvana Chaudhary, President of the Chaudhary Group and Chair of the Foundation, joined Phumzile Mlambo-Ngcuka, United Nations Under-Secretary-General and Executive Director of UN Women for a strategic conversation on how collective action can scale-up opportunities for women and girls.

Today’s dialogue among a select group of business and foundation leaders focused on the transformative role that companies and foundations can play to support the achievement of Sustainable Development Goals, including Goal 5 on gender equality. It highlighted new initiatives, such as the Unstereotype Alliance convened by UN Women with major advertisers and communications industry leaders to promote a more realistic and aspirational portrayal of women; the “Making Every Woman and Girl Count” initiative to generate, prioritize and use gender data for evidence-based and targeted policies; and the Global Innovation Coalition for Change aiming to make innovation work for women’s empowerment.

Read More: www.unwomen.org/en/news/stories/2017/9/press-release-busi...

Photo: UN Women/Ryan Brown

"The Jefferson Memorial is a presidential memorial built in Washington, D.C. between 1939 and 1943 in honor of Thomas Jefferson, the principal author of the United States Declaration of Independence, a central intellectual force behind the American Revolution, founder of the Democratic-Republican Party, and the nation's third president.

The Jefferson Memorial features multiple Jefferson quotes designed to capture Jefferson's ideology and philosophy, known as Jeffersonian democracy, which was staunchly supportive of American republicanism, individual rights, religious freedom, states' rights, and virtue and prioritized and valued what he saw as the undervalued independent yeoman. Jefferson was simultaneously deeply skeptical of cities and financiers and hostile to aristocracy, elitism, and corruption. He is widely considered among the most influential political minds of his age and one of the most consequential intellectual forces behind the American Revolution.

The Jefferson Memorial is built in neoclassical style and is situated in West Potomac Park on the shore of the Potomac River. It was designed by John Russell Pope, a New York City architect, and built by Philadelphia contractor John McShain. Construction on it began in 1939 and was completed in 1943, though the bronze statue of Jefferson was not completed and added until four years after its dedication and opening, in 1947. Pope made references to the Roman Pantheon, whose designer was Apollodorus of Damascus, and to Jefferson's own design for the rotunda at the University of Virginia as inspirations for the memorial's aesthetics.

The Jefferson Memorial and White House form a main anchor point to the National Mall in Washington, D.C. The Washington Monument, initially intended to be built at the intersection of the White House and the Jefferson Memorial's site, was ultimately built further east because the ground at that location was deemed too soft and swampy.

The Jefferson Memorial is a designated national memorial and is managed by the National Park Service of the U.S. Department of the Interior's National Mall and Memorial Parks division. In 1966, the Jefferson Memorial was named to the National Register of Historic Places. In 2007, it ranked fourth on the "list of America's favorite architecture", published by the American Institute of Architects.

The National Mall is a landscaped park near the downtown area of Washington, D.C., the capital city of the United States, and contains and borders a number of museums of the Smithsonian Institution, art galleries, cultural institutions, and various memorials, sculptures, and statues. It is administered by the National Park Service (NPS) of the United States Department of the Interior as part of the National Mall and Memorial Parks unit of the National Park System. The park receives approximately 24 million visitors each year.

The core area of the National Mall extends between the United States Capitol grounds to the east and the Washington Monument to the west and is lined to the north and south by several museums and a federal office building. The term National Mall may also include areas that are also officially part of neighboring West Potomac Park to the south and west and Constitution Gardens to the north, extending to the Lincoln Memorial on the west and Jefferson Memorial to the south.

Washington, D.C., formally the District of Columbia, also known as just Washington or simply D.C., is the capital city and federal district of the United States. It is located on the east bank of the Potomac River, which forms its southwestern and southern border with the U.S. state of Virginia, and it shares a land border with the U.S. state of Maryland on its other sides. The city was named for George Washington, a Founding Father and the first president of the United States, and the federal district is named after Columbia, the female personification of the nation. As the seat of the U.S. federal government and several international organizations, the city is an important world political capital. It is one of the most visited cities in the U.S. with over 20 million annual visitors as of 2016.

The U.S. Constitution provides for a federal district under the exclusive jurisdiction of Congress; the district is not a part of any U.S. state (nor is it one itself). The signing of the Residence Act on July 16, 1790, approved the creation of the capital district located along the Potomac River near the country's East Coast. The City of Washington was founded in 1791, and Congress held its first session there in 1800. In 1801, the territory, formerly part of Maryland and Virginia (including the settlements of Georgetown and Alexandria), officially became recognized as the federal district. In 1846, Congress returned the land originally ceded by Virginia, including the city of Alexandria; in 1871, it created a single municipal government for the remaining portion of the district. There have been efforts to make the city into a state since the 1880s, a movement that has gained momentum in recent years, and a statehood bill passed the House of Representatives in 2021.

The city is divided into quadrants centered on the Capitol, and there are as many as 131 neighborhoods. According to the 2020 census, it has a population of 689,545, which makes it the 23rd most populous city in the U.S. as of 2020, the third most populous city in the Mid-Atlantic, and gives it a population larger than that of two U.S. states: Wyoming and Vermont. Commuters from the surrounding Maryland and Virginia suburbs raise the city's daytime population to more than one million during the workweek. Washington's metropolitan area, the country's sixth largest (including parts of Maryland, Virginia and West Virginia), had a 2020 estimated population of 6.3 million residents; and over 54 million people live within 250 mi (400 km) of the District.

The three branches of the U.S. federal government are centered in the district: Congress (legislative), the president (executive), and the Supreme Court (judicial). Washington is home to many national monuments and museums, primarily situated on or around the National Mall. The city hosts 177 foreign embassies as well as the headquarters of many international organizations, trade unions, non-profits, lobbying groups, and professional associations, including the World Bank Group, the International Monetary Fund, the Organization of American States, AARP, the National Geographic Society, the American Red Cross, and others.

A locally elected mayor and a 13-member council have governed the district since 1973. Congress maintains supreme authority over the city and may overturn local laws. The District of Columbia does not have representation in Congress, although D.C. residents elect a single at-large congressional delegate to the House of Representatives who has no vote. District voters choose three presidential electors in accordance with the Twenty-third Amendment to the United States Constitution, ratified in 1961." - info from Wikipedia.

The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.

Now on Instagram.

Become a patron to my photography on Patreon.

s/n 0585GT

240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm

• Very first of the second series 14-louver design

• One of nine examples built

• Featured in the Hollywood Classic, The Love Bug

• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification

• Received a class award at the 2011 Quail Motorsports Gathering

• Single ownership for 14 years and offered for the first time ever at auction

• Pristine example of Ferrari’s most revered berlinetta

The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.

The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.

Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.

With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.

This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.

Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.

Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.

In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.

On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”

Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.

[Text from RM Auctions]

www.rmauctions.com/lots/lot.cfm?lot_id=1052658

This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.

s/n 0585GT

240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm

• Very first of the second series 14-louver design

• One of nine examples built

• Featured in the Hollywood Classic, The Love Bug

• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification

• Received a class award at the 2011 Quail Motorsports Gathering

• Single ownership for 14 years and offered for the first time ever at auction

• Pristine example of Ferrari’s most revered berlinetta

The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.

The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.

Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.

With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.

This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.

Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.

Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.

In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.

On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”

Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.

[Text from RM Auctions]

www.rmauctions.com/lots/lot.cfm?lot_id=1052658

This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.

s/n 0585GT

240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm

• Very first of the second series 14-louver design

• One of nine examples built

• Featured in the Hollywood Classic, The Love Bug

• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification

• Received a class award at the 2011 Quail Motorsports Gathering

• Single ownership for 14 years and offered for the first time ever at auction

• Pristine example of Ferrari’s most revered berlinetta

The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.

The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.

Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.

With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.

This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.

Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.

Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.

In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.

On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”

Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.

[Text from RM Auctions]

www.rmauctions.com/lots/lot.cfm?lot_id=1052658

This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.

This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.

Few of the things that we do in Ubud, Bali when we went there last year. It's a long overdue post, but sometimes you have to prioritize things in life. Right?

de-lightphotography.blogspot.com/2014/03/what-to-do-in-ub...

My building's laundry room has been closed for nearly a month, as they got new machines, waited for the card reader to be installed, repainted the floor, etc. Tonight they reopened it, complete with company rep to show us how to use the machines and give us a card loaded with $5.

But the best part? If you wanted to bring your laundry RIGHT THEN, the rep'd pay for it. So I did two ginormous loads--all my sheets, all my towels, a backlog of clothing that I'd not prioritized for *months*. There were socks in there. I don't know the last time I wore a pair of socks!

+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.

The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.

General characteristics:

Crew: 1

Length: 37 ft 6 in (11.43 m)

Wingspan: 37 ft 1 in (11.3 m)

Height: 14 ft 5 in (4.39 m)

Wing area: 302.3 sq ft (28.1 m²)

Empty weight: 12,000 lb (5,443 kg)

Loaded weight: 16,000 lb (7,256 kg)

Max. takeoff weight: 21,210 lb (9,621 kg)

Powerplant:

1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)

Performance:

Maximum speed: 700 mph (1,100 km/h) (605 knots)

Range: 1,153 mi, (1,000 NM, 1,850 km)

Service ceiling: 52,000 ft (15,850 m)

Rate of climb: 12,000 ft/min at sea level (61 m/s)

Armament:

2× 30 mm ADEN cannons with 150 rounds per gun

5,300 lb (2,400 kg) of payload on six external hardpoints;

Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for

2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder

AAMs

A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs

or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus

two drop tanks as day fighter

The kit and its assembly:

This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.

This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?

The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.

While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.

The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!

Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.

For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.

The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.

A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!

Painting and markings:

From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.

I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.

The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.

The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.

The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.

Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.

Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.

In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.

The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?

It should be clear that these filthy pirates doesn't prioritize deck scrubbing very much. I was lucky to have one of the old 3x4 doors which fitted perfectly here (I applied some tape on the back of the panes to make it more like solid wood). I really wish Lego had a better selection of smaller doors - the current 4x6 ones are way too large for minifigs and doesn't fit in smaller models.

Schedule Management. It took getting back in school to really organize and prioritize my time. And ironically I got myself prioritized and ready for school, so I could take a class on time management. Brilliant.

I do keep this calendar in front of me most of the day. I also keep a desk calendar on my wall at home and on my desk at the office so I can see what is happening on the month level- not just the daily and weekly. It’s been actually motivating to keep this up. My personal opinion is that you can never be too organized!

+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.

The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.

General characteristics:

Crew: 1

Length: 37 ft 6 in (11.43 m)

Wingspan: 37 ft 1 in (11.3 m)

Height: 14 ft 5 in (4.39 m)

Wing area: 302.3 sq ft (28.1 m²)

Empty weight: 12,000 lb (5,443 kg)

Loaded weight: 16,000 lb (7,256 kg)

Max. takeoff weight: 21,210 lb (9,621 kg)

Powerplant:

1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)

Performance:

Maximum speed: 700 mph (1,100 km/h) (605 knots)

Range: 1,153 mi, (1,000 NM, 1,850 km)

Service ceiling: 52,000 ft (15,850 m)

Rate of climb: 12,000 ft/min at sea level (61 m/s)

Armament:

2× 30 mm ADEN cannons with 150 rounds per gun

5,300 lb (2,400 kg) of payload on six external hardpoints;

Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for

2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder

AAMs

A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs

or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus

two drop tanks as day fighter

The kit and its assembly:

This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.

This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?

The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.

While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.

The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!

Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.

For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.

The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.

A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!

Painting and markings:

From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.

I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.

The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.

The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.

The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.

Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.

Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.

In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.

The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?

The Los Angeles County Department of Mental Health Home Outreach Team is prioritizing to identify people experiencing homelessness that are in high risk categories if they contract COVID-19. The high-risk categories are DMH clients who are elderly, individuals with underlying medical conditions, pregnant women. The identified individuals will be given emergency lodging immediately. The Home Team is also spreading information to the general public regarding COVID-19 and encouraging safety precautions. ( Photo Credit: Los Angeles County )

www.youtube.com/watch?v=rzRm4K7NZm0&feature=related

Troubled Mind - Sister Rosetta Tharpe

( Strongly adivsed to watch this outstanding and unique video )

The architect is ...

Quite possibly

Suffering from ...

A troubled mind

or

Is a Tim Leary disciple !

:-)

g

Fatima-Zahra Ma-el-ainin, Advisory Council, Rabat Hub, Morocco, speaking in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico

Participants in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico

+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.

The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.

General characteristics:

Crew: 1

Length: 37 ft 6 in (11.43 m)

Wingspan: 37 ft 1 in (11.3 m)

Height: 14 ft 5 in (4.39 m)

Wing area: 302.3 sq ft (28.1 m²)

Empty weight: 12,000 lb (5,443 kg)

Loaded weight: 16,000 lb (7,256 kg)

Max. takeoff weight: 21,210 lb (9,621 kg)

Powerplant:

1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)

Performance:

Maximum speed: 700 mph (1,100 km/h) (605 knots)

Range: 1,153 mi, (1,000 NM, 1,850 km)

Service ceiling: 52,000 ft (15,850 m)

Rate of climb: 12,000 ft/min at sea level (61 m/s)

Armament:

2× 30 mm ADEN cannons with 150 rounds per gun

5,300 lb (2,400 kg) of payload on six external hardpoints;

Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for

2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder

AAMs

A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs

or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus

two drop tanks as day fighter

The kit and its assembly:

This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.

This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?

The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.

While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.

The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!

Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.

For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.

The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.

A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!

Painting and markings:

From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.

I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.

The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.

The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.

The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.

Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.

Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.

In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.

The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?

WASHINGTON – Secretary of Homeland Security John Kelly meets with King Abdullah II of Jordan to discuss the Department’s cooperation with Jordan on regional security issues and efforts to strengthen the U.S.-Jordanian relationship in Washington, D.C., Jan. 30, 2017. Secretary Kelly and King Abdullah II discussed the mutual prioritization of continued security cooperation, particularly as it relates to the pressure Jordan faces from regional threats and protecting Jordan’s northern border with Syria from foreign terrorist fighters. Secretary Kelly and King Abdullah II spoke about the importance of countering violent extremism, and Secretary Kelly pledged his support to work with Jordan to confront the Islamic State of Iraq and the Levant. Official DHS photo by Barry Bahler.

Why wear a continuous glucose monitor?

Too much glucose in your bloodstream is toxic, too little is fatal. Our bodies prioritize by keeping us sick and alive (with obesity, high blood pressure, heart disease, diabetes) in the former condition, and manufacturing glucose in the latter. Because of this, too much blood glucose is common, too little blood glucose is rare.

A continuous glucose monitor is another - provides minute by minute information about how the body handles this tightly controlled metabolite. Currently, these are used for people with diabetes (unfortunately a greater % of the population), eventually, as is being discussed, this technology may be embedded in the Apple Watch.

In terms of the product, I am fascinated by the color combinations chosen - the blue and yellow are clearly a complementary pair, making the device itself a color harmony.

This Museum of Modern Art exemplifies a minimalist, brutalist-inspired aesthetic that prioritizes raw materials and a seamless connection with the landscape. The structure is characterized by extensive use of exposed cast-in-place concrete, featuring visible tie-rod holes and a natural, textured finish on both interior and exterior surfaces. Large-scale floor-to-ceiling glazing serves as a primary architectural element, dissolving the boundaries between the gallery spaces and the surrounding lush greenery and water features. This transparency ensures that the natural environment acts as a living backdrop for the art, while the repetitive, rhythmic placement of slender mullions provides a sense of mathematical order and linear perspective.

The design utilizes bold, geometric forms and dramatic interplay between light and shadow to create a contemplative atmosphere. Long, narrow corridors function as transitional galleries, where natural light pours in through the glass walls to cast sharp, rhythmic shadows across the polished concrete floors. Externally, the museum experiments with textural contrasts, such as the juxtaposition of rigid concrete walls against soft, draped fabric installations that break the building's orthogonal lines. By integrating reflective water pools and expansive lawns, the architecture creates a serene, campus-like setting that encourages a slow, meditative progression through the various exhibition spaces.

our 100 year old stucco has needed paiting and repairs for 10 years and for past five Kris has waited as I said "oh I'll do it next summer" while prioritizing building a sauna, chicken coop and treehouse movie theater.

so now kris made it a priority to get someone else is painting the house which is probably for the best anyway :-)

now we’re under the gun to pick a color, have looked at dozens of samples on the house AND NOW IT’S THE VERY LAST DAY TO MAKE A DECISION!

decisions were decided but we went with a tricky blue and we're still not 100% sure it's the "right" blue!

Hello Galvan713,

Your content has been successfully uploaded, converted and is now live.

If you would like to share your content with others here is the direct URL

www.xtube.com/watch.php?v=CiceX-G309-

You can now select your own thumbnails for ALL of your own videos: past, present and future!

To select a thumbnail for your video please visit the Edit Video page from your My Videos page.

We suggest you choose a nice thumbnail in order for your video to get more clicks!

* If you would like your content live on XTube faster please consider becoming a VIP member. VIP members receive Prioritized Encoding among many other benefits.

Thanks,

The XTubeTeam

“We are hoping for transparency in the upcoming elections. We expect to elect a leader that will focus on the wellbeing of the Somali people, prioritize addressing the plight of the poor people as well as generating employment opportunities for the youth,” Shambow Khalif, a kiosk owner in Mogadishu, Somalia, on February 15, 2016. AMISOM Photo / Ilyas Ahmed

deux [2] de trois six cinq.

okay, trying to figure out editing process still!

"she NEEDS to sort out her priorities." that would be Ron talking to Harry about how Hermione has poor prioritization (she said it would be worse to be expelled from Hogwarts than get eaten by Fluffy). i'm only blabbing about this because i should be working on my history presentation that's due tomorrow but instead drifted over to picture taking. meaning i have poor prioritization as well although not as school-oriented as that Hermione. oh well...

and sorry if prioritization is not a word, i just don't know.

Nice pool, bright sun, pretty girls, warm hot tub, cold drinks. Put down the phone.

Families from Munshigong keep together as they seek refuge in the Caritas Bangladesh cyclone shelter, attempting as much safe distancing as possible, while prioritizing safety from the deadly storms.

Tropical cyclone Amphan intensified rapidly in the Bay of Bengal to become a “Super Cyclonic Storm” – the equivalent of a strong Category 4/weak Category 5 on the Saffir Simpson scale. It weakened ahead of landfall on Wednesday, May 20, 2020 as a very severe cyclonic storm (strong Category 2 equivalent), bringing dangerous winds, storm surge and flooding to coastal areas of West Bengal in India and Bangladesh. At least 658,000 people were evacuated in West Bengal and Odisha before the cyclone struck. Amphan impacted densely populated areas, including the Indian city of Kolkata (Calcutta) at a time when restrictions due to the COVID-19 pandemic have been in force, thereby complicating disaster. The strong winds and the pounding rains have left the city inundated making the city’s already vulnerable urban poor more vulnerable. CRS and Caritas will implement a joint response to Cyclone Amphan. A joint emergency response team has been established to support response efforts including immediate needs such as temporary shelter, access to safe drinking water, sanitation and hygiene.

21 May 2020 Day 2

Photo by Amit Rudro for CRS/Caritas Bangladesh

PORTSMOUTH, Va. (Dec. 23, 2020) – Hospitalman Jamesetta Karnwie, assigned to the aircraft carrier USS John C. Stennis (CVN 74) Medical Department, receives the COVID-19 vaccine from Hospitalman Kelly Wilson, assigned to Naval Medical Center Portsmouth (NMCP) Immunizations Clinic, Dec. 23. NMCP is supporting the fleet by providing the voluntary vaccination within the DoD phased approach to prioritizing mission-essential healthcare personnel in receiving the vaccine. The John C. Stennis is partnering with Newport News Shipbuilding to complete Refueling Complex Overhaul on schedule with a trained, resilient and cohesive crew. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kris R. Lindstrom/Released)

This series of images delves into the enigmatic beauty and layered history of Venice, Italy, through an abstract lens, employing the scumbling and dry brush oil painting techniques. Each piece is a study in contrasts and textures, evoking the city's unique spirit and its constant dance with the elements. The use of cold, detached atmospheres alongside distressed and weathered surfaces speaks to the resilience and survival of Venice amidst its challenges. The incorporation of "havencore" and "warmcore" elements, along with a palette that prioritizes white and saturated blues, adds depth and emotion, inviting viewers to experience the city's dual nature of refuge and exposure.

The artworks move beyond traditional representations, infusing each scene with dramatic intensity and hyperbolic expressions to capture the essence of Venice's struggle and splendor. Labor is depicted not just as a physical act but as a poignant part of the city's soul, rendered through rough gesturalism that strips away the gloss to reveal raw, compelling truths. The dazzling chiaroscuro and striking contrasts of light and dark masterfully highlight the city's architectural marvels and the ephemeral beauty of its everyday moments, creating a harmonious chaos that is both unsettling and captivating.

This series aims to transport viewers to a Venice reimagined, where the interplay of light and shadow, the richness of saturated pigment pools, and the tactile quality of the painting techniques combine to offer a new perspective on the familiar. Through these images, Venice is seen as a living, breathing entity, marked by centuries of wear but standing resilient, its beauty undimmed by the passage of time. The absence of heavy paint strokes emphasizes the subtlety and complexity of the city's narrative, inviting a closer look and deeper reflection on its enduring allure and the stories etched into its very stones.

Poem: The Quiet Hours

In the quiet hours of the fading night,

Where shadows dance in the moon's soft light,

And the world whispers in tones so slight,

There lies a beauty unseen, out of sight.

Beneath the velvet cloak of the starry sky,

Where dreams take wing, and thoughts fly high,

The silent streets hold secrets, by and by,

As the gentle breeze sings a lullaby.

In the heart of the forest, where ancient trees stand,

Their leaves tell tales of a distant land,

A place where time holds still its sand,

In the quiet hours, so grand and so bland.

By the murmuring streams, under the watchful moon,

Where flowers bloom in the light of June,

The night unfolds its hidden boon,

In whispers of the dark, a silent tune.

In the quiet hours, there's a deep connection,

A moment of peace, in introspection,

A journey within, in quiet reflection,

Finding solace in nature's perfection.

As dawn breaks, and the night fades away,

The quiet hours gently sway,

Leaving behind the tales of the grey,

In the warmth of the coming day.

Haiku: Twilight's Whisper

Twilight's soft whisper,

Day and night's fleeting kiss,

Silent beauty speaks.

Sara Eisen

News Anchor, CNBC

Chip Bergh

President and CEO, Levi Strauss & Co.

Erika James

Dean, The Wharton School, University of Pennsylvania

Rashida Jones

President, MSNBC

Greg Shell

Head of Inclusive Growth Strategy, Goldman Sachs

030819 - WASHINGTON DC., Managing Director and Chairwoman of the IMF Christine Lagarde and Interim WBG President Kristalina Georgieva engage in a conversation on their pioneering leadership and challenges they and other women have faced, the economic issues they’re dealing with and how they prioritize gender both through operations and in walking the talk within the IMF and WBG.

Photo: World Bank / Simone D. McCourtie

Thousands of Nurses Hold National Day of Action Aug. 5 to Save Lives During COVID-19 and Beyond

As firsthand witnesses and actual victims during this COVID-19 crisis of a health care and economic system that prioritizes money over people, registered nurse members of National Nurses United (NNU) held on Aug. 5 more than 200 actions inside and outside hospital facilities in at least 16 states and the District of Columbia to demand that our elected leaders, government, and hospital employers take immediate action to save lives.

#ProtectNurses

#SaveLives

Everyone has a right to access our public lands, but few of Glacier's trails were created with accessibility in mind.

A first step to addressing limits to accessibility is to identify them.

Glacier and the National Park Service are using tools—like the orange, one-wheeled device pictured here alongside two rangers and a measuring tape—to evaluate trails in the park using the High Efficiency Trail Assessment Process (HETAP).

HETAP identifies trail variables: grade, cross-slope, trail width, surface material, and more.

This data allows park managers to prioritize future trail improvements, and allow visitors in the future to make more informed decisions.

Day 126 - May 6, 2010

Got home past midnight today and after a quick meal dozed off hoping a power nap would get me all energized for some extra work. But the opposite happened, my body sucked me into slumber with only the nagging need to take/post a photo fighting the battle to wake up.

I eventually did get up past three in the morning and saw this random screen saver with tiles from various album covers from my iTunes library. For me it represents the movies, tv shows, podcasts, books, games and other forms of relaxing activities I've set aside basically because I don't have time for them right now.

In two weeks maybe, after this whole coverage is over I can get back to the grind. I miss all of you as well, I occassionally see your photos on Fluidr and just want to visit all your streams, I miss it terribly, but I really need to prioritize right now. Hope you are all doing well.

Cheers!

LOS ANGELES, CALIFORNIA - MAY 20: VP of Science & Technology at Pharmavite Dr. Susan Mitmesser speaks onstage during the Women's Wellness Prioritized session at BlogHer 22 Health on May 20, 2022 in Los Angeles, California. (Photo by Kevin Winter/Getty Images for BlogHer)

DEL RIO, Texas – U.S. Border Patrol agents assigned to the Eagle Pass Station Marine Unit rescued 13 individuals who attempted to cross the Rio Grande River, Sept. 3. At approximately 10:20 a.m., Border Patrol agents spotted a group of suspected illegal aliens attempting to cross the Rio Grande River near the Eagle Pass Port of Entry. Due to the river’s depth and swift current, responding agents assisted the group, including several small children on board their vessel. “Del Rio Sector agents continue to remain vigilant and prioritize safety for all people encountered,” said Del Rio Sector Chief Patrol Agent Raul L. Ortiz. “The river can be extremely dangerous for those who attempt to traverse it. Smugglers continue to put other lives in danger for their own financial gain.” Agents rescued a total of 13, including six children, all Honduran nationals. All 13 were offered medical assistance, however, no injuries were reported. The group was transported to the Eagle Pass South Station and processed per CBP guidelines. Border Patrol agents in the Del Rio Sector have already rescued over 470 individuals in fiscal year 2019, after only 125 total rescues for fiscal year 2018. Nationally, the Border Patrol has over 4,200 rescues in fiscal year 2019, compared to 3,661 in fiscal year 2018.

Photo provided by: U.S. Customs and Border Protection

Every year in 50 countries across the world, more than 5 million mothers and children die from preventable conditions and their economies lose billions of dollars to poor health and nutrition. This is in large part due to a significant financing gap for health and nutrition.The Global Financing Facility for Women, Children and Adolescents (GFF) is a multi-stakeholder partnership that is helping governments in low-income countries transform how they prioritize and finance the health and nutrition of their people. The GFF supports governments to bring partners together around a country-led plan, prioritizing high-impact but underinvested areas of health, such as primary health care, nutrition, and sexual and reproductive health and rights. The GFF partnership supports countries by:

1. Developing an investment case and implementation plan for prioritizing reproductive, maternal, newborn, child and adolescent health and nutrition and a strong primary health care system;

2. Strengthening a country-led platform that aligns all key stakeholders around this investment case and plan; and

3. Mobilizing and coordinating the financial resources needed to accelerate progress for the most vulnerable populations, often in the hardest-to-reach regions.

The GFF Trust Fund acts as a catalyst for financing, with countries using modest GFF Trust Fund grants to significantly increase their domestic resources alongside World Bank financing, aligned external financing, and private sector resources.The work of the GFF partnership touches the lives of women and girls in some of the worldʼs poorest countries and regions. The photos in this exhibit tell just Photo © Dominic Chavez/GFF