View allAll Photos Tagged Reduce
Day 289 (289/365):
I was coming from a sunset shoot and was on my way back to Malaybalay when a fire broke out at the junction of Aglayan, Bukidnon Road.
The fire damaged a few establishments in the area and leaving some families homeless..
This happened about a month ago..
ENGLISH :
The facade is composed of a "Louvre", an "Opera", an "Arc de Triomphe" and an "Eiffel Tower", all at reduced scale.
A paratrooper reduces his speed to ensure he hits the designated landing point during a High Altitude-Low Opening (HALO) jump from 10,000 feet out of a C-130J Super Hercules on April 14th near Alzey, Germany.
Special Operations Forces in Europe conduct regular and rigorous Airborne training to ensure continued mastery of their jumpers and jumpmasters and to demonstrate to the American people, allies, partners, and adversaries that SOF are present, lethal, and ready to rapidly and effecgtively any adversary anywhere at anytime. (Photo by U.S. Army Staff Sgt. Nicholas Moyte)
Reduced Melbourne Central Activities District (CAD) Conservation Study 1985 survey images: approx 1200 Kodak colour negatives
Ex City Jet RJ85 G-CEHA is now being stripped for spares. Engines are gone, as well as various bits of the wing.
This reduced-resolution photo has been released under the Creative Commons cc-by-sa 2.0 (generic) licence. Please credit this photo Michele Ahin and specify the licence that this photo is licenced under.
If you would like to use this photo under a different licence, or at a higher resolution please contact me for additional information.
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Duitsland (Hildesheim)
Aquamanile (waterkan) in de vorm van een leeuw, 1250-1300
Geelkoper
Schenking : Collectie Mr. J.W. Frederiks 1994
KB60 (KN&V)
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Germany (Hildesheim)
Aquamanile (water pitcher) in the form of a lion, 1250-1300
Brass
Donation: Collection Mr. J.W. Frederiks 1994
KB60 (KN & V)
DJ Wallah performed at the Pool After Dark Harrah’s Atlantic City, NJ on Saturday July 29, 2017 Photo: Tom Briglia & Mike Manger PhotoGraphics
The Pool After Dark inside Harrah's Resort Atlantic City, NJ | Celebrating a birthday, bachelor, or bachelorette party? For FREE or Reduced Admission, VIP, or Bottle Service to Atlantic City's top nightlife destination, get on the nightclub guest list at www.gocoastalac.com.
Health Benefits of Turmeric (Curcumin):
Anti-Allergy
Anti-Cancer
Anti-Fungal
Anti-Inflammatory
Anti-Viral
Heals Wounds Fast
Helps Control Blood Sugar
Immunity Booster
Improves Digestion
Improves Memory
Prevents Tooth Decay
Prevents Alzheimer's Disease
Reduces Arthritis Symptoms
Reduces Risk of Heart Disease
Reduces symptoms of Depression
For more details:
www.loc.gov/resource/sn78004456/1916-01-30/ed-1/?sp=12
Title
•The New York times (New-York [N.Y.]), January 30, 1916
Other Title
•Combined New York morning newspapers
•Combined New York Sunday newspapers
Names
•Library of Congress, Washington, DC
Place of Publication
•New-York [N.Y.]
Dates of Publication
•1857-current
Created / Published
•New-York [N.Y.], January 30, 1916
Headings
•- New York (N.Y.)--Newspapers
•- New York County (N.Y.)--Newspapers
•- New York (State)--New York
•- New York (State)--New York County
•- Newspapers
•- United States--New York--New York--New York
Notes
•- Daily, Apr. 21, 1861-
•- Vol. 6, no. 1868 (Sept. 14, 1857)-
•- Suspended Dec. 12-28, 1958; Dec. 20, 1962-Mar. 1963; Sept. 17-Oct. 10, 1965; and Aug. 10-Nov. 5, 1978.
•- Also issued in a continuously updated online version with title: New York times on the web.
LCCN Permalink
•https://lccn.loc.gov/sn78004456
The testbed aircraft (serial number: 74-2065) was ready for its first test flight on 18 September 1980, just three weeks after the project began. The first fully modified aircraft (serial number: 74-1683) was delivered on 17 October to TAB 1 (Wagner Field, Elgin AF No. 1), a disused auxiliary airfield at Eglin AFB, Florida. The aircraft made numerous slights between October 19 and 28, testing the double-slotted flaps system. This enabled the aircraft to fly at 85 knots on final approach at a steep eight-degree glide slope. All aspects worked flawlessly, and a full profile test was scheduled for October 29.
The test’s takeoff phase was executed flawlessly, setting a number of short takeoff records. The Lockheed test crew then assessed that the computer used to command the firing of the rockets during the landing sequence needed further calibration and elected to input commands manually. The reverse-mounted (forward-facing) eight ASROC rockets for decelerating the aircraft's forward speed were situated in pairs on the fuselage's upper curvature behind the cockpit and at the midpoint of each side of the fuselage beneath the uppers. Testing had determined that the upper pairs, fired sequentially, could be ignited while the aircraft was airborne (specifically, at 20 feet) but that the lower pairs could only be fired after the aircraft was on the ground, with the descent-braking rockets also firing during the sequence.
The flight engineer, blinded by the firing of the upper deceleration rockets, thought the aircraft was on the runway and fired the lower set early. The descent-braking rockets did not fire at all. Later, unofficial disclaimers allegedly made by some of the Lockheed test crew members asserted that the lower rockets fired themselves through an undetermined computer or electrical malfunction, which at the same time failed to fire the descent-braking rockets.
As a result, the aircraft's forward flight was immediately reduced to nearly zero, dropping it hard to the runway and breaking the starboard wing between the third and fourth engines. During the rollout, the trailing wing ignited a fire, but a medical evacuation helicopter dispersed the flame and crash response teams extinguished the fire within eight seconds of the aircraft stopping, enabling the crew to exit the aircraft safely. 74-1683 was dismantled and buried on-site for security reasons, but most of its unique systems were salvaged. In this image, XFC-130H prepares for its ill-fated landing attempt. Note the opened forward-facing rocket pods near the nose.
DJ Wallah performed at the Pool After Dark Harrah’s Atlantic City, NJ on Saturday July 29, 2017 Photo: Tom Briglia & Mike Manger PhotoGraphics
The Pool After Dark inside Harrah's Resort Atlantic City, NJ | Celebrating a birthday, bachelor, or bachelorette party? For FREE or Reduced Admission, VIP, or Bottle Service to Atlantic City's top nightlife destination, get on the nightclub guest list at www.gocoastalac.com.
Hair Transplant & Cosmetic Facial Plastic Surgery Centre.
This Particular Before-After Picture is taken from Gallery of www.lovethatlooks.com.
Dr. Vaibhav Shah who is Hair Transplant Surgeon , Cosmetic Facial Plastic Surgeon from Borivali (West), Mumbai, Maharashtra, India is chief operating Surgeon for www.lovethatlooks.com
His specialist is into Hair Transplant surgery using FUE Technique, he is also into Beard & Body hair Transplant. Hair Restoration Surgery is art & science of surgical skills along with right Technique. In Hair Transplant Surgery using Motorized system & micro punch Grafts is taken from Donor area & implanted back to recipient or bald patch to reconstruct Hair line. Hair line design can be made according to willingness of patients.
Dr. Vaibhav Shah of lovethatlooks.com also gives treatment for Alopecia, Hair loss problem, Male Pattern Hair Loss, Telogen Effluvium, Dandruff . They also give PRP treatment & Low level Laser Therapy (Laser hair helmet) according to patient need & requirement.
Dr. Vaibhav Shah also provide treatment like Upper Eyelid Surgery, Blepharoplasty, Fat Removal for eyelid, Facelift, (Rhytidectomy), Brow- lift, Forehead Lift, Rhinoplasty , Nose Job, Neck- Lift, Neck- Liposuction , Mid-Face Volume Restoration using Cheek Implants or Fat grafting, lip reconstruction Surgery & procedure like Lip Dermal Filler, HA dermal Filler, Botox for anti-ageing , Face Peel & Chemical Peel. Laser resurfacing, Tattoo Removal with Laser. For further more Information log on to www.lovethatlooks.com
Had to copy the original and make these up since nobody seems to carry them. These are the flange bolts that connect the exhaust manifold to the turbo charger on the Alco S2 locomotive. Two snapped off during disassembly.
Starland Drive-In Theater
Mount Vernon, IL
The remains of the projection booth/snack bar are within this cluster of trees. I suppose all the foliage grew up around the foundation because nobody wanted to hit it with a mower. The foundation's pretty much all that's left; apparently local kids use it as kind of a clubhouse. The property is presently for sale...Reduced.
Carrickfergus Castle (from the Irish Carraig Ḟergus or "cairn of Fergus", the name "Fergus" meaning "strong man") is a Norman castle in Northern Ireland, situated in the town of Carrickfergus in County Antrim, on the northern shore of Belfast Lough. Besieged in turn by the Scottish, native Irish, English and French, the castle played an important military role until 1928 and remains one of the best preserved medieval structures in Northern Ireland. It was strategically useful, with 3/4 of the castle perimeter surrounded by water (although in modern times only 1/3 is surrounded by water due to land reclamation). Today it is maintained by the Northern Ireland Environment Agency as a state care historic monument.
The Castle was built by John de Courcy in 1177 as his headquarters, after he conquered eastern Ulster and ruled as a petty king until 1204, when he was ousted by another Norman adventurer, Hugh de Lacy. Initially de Courcy built the inner ward, a small bailey at the end of the promontory with a high polygonal curtain wall and east gate. It had several buildings, including the great hall. From its strategic position on a rocky promontory, originally almost surrounded by sea, the castle commanded Carrickfergus Bay, and the land approaches into the walled town that developed beneath its shadow.
It appears first in the official English records in 1210 when King John laid siege to it and took control of what was then Ulster's premier strategic garrison. Following its capture, constables were appointed to command the castle and the surrounding area. In 1217 the new constable, De Serlane, was assigned one hundred pounds to build a new curtain wall so that the approach along the rock could be protected, as well as the eastern approaches over the sand exposed at low tide. The middle-ward curtain wall was later reduced to ground level in the eighteenth century, save along the seaward side, where it survives with a postern gate and the east tower, notable for a fine array of cross-bow loops at basement level.
A chamber on the first floor of the east tower is believed to have been the castle's chapel on account of its fine Romanesque-style double window surround, though the original chapel must have been in the inner ward. The ribbed vault over the entrance passage, the murder hole and the massive portcullis at either end of the gatehouse are later insertions started by Hugh de Lacey who died in 1248 and did not live to see its completion in around 1250. It was finished by King Henry III. After the collapse of the Earldom of Ulster in 1333, the castle remained the Crown's principal residential and administrative centre in the north of Ireland. During the early stages of the Nine Years War, when English influence in the north became tenuous, crown forces were supplied and maintained through the town's port. And in 1597, the surrounding country was the scene for the Battle of Carrickfergus.
During the sixteenth and seventeenth centuries improvements were made to accommodate artillery, including externally splayed gunports and embrasures for cannon, though these improvements did not prevent the castle from being attacked and captured on many occasions during this time. Marshal Schomberg besieged and took the castle in the week-long Siege of Carrickfergus in 1689. This is also the place where Schomberg's leader, King William III first set foot in Ireland on 14 June 1690. In 1760, after fierce fighting in the town, it was surrendered to French invaders under the command of Francois Thurot. They looted the castle and town and then left, only to be caught by the Royal Navy.
In 1778, a small but significant event in the American War of Independence began at Carrickfergus, when John Paul Jones, in the face of reluctance by his crew to approach too close to the Castle, lured a Royal Navy vessel from its moorings into the North Channel, and won an hour-long battle. In 1797 the Castle, which had on various occasions been used to house prisoners of war, became a prison and it was heavily defended during the Napoleonic Wars; six guns on the east battery remain of the twenty-two that were used in 1811.
For a century it remained a magazine and armoury. During the First World War it was used as a garrison and ordnance store and during the Second World War as an air raid shelter.
It was garrisoned continuously for about 750 years until 1928, when its ownership was transferred from the British Army to the new Government of Northern Ireland for preservation as an ancient monument. Many of its post-Norman and Victorian additions were then removed to restore the castle's original Norman appearance. The banqueting hall has been fully restored and there are many exhibits to show what life was like in medieval times. It was built and re-built three times, and still stands today. On the day of his wedding, 29 April 2011, Prince William of Wales was created Duke of Cambridge, Earl of Strathearn, and Baron Carrickfergus. The latter title of peerage, along with the geographical barony itself, had been extinct since Victorian times. The title is now only ceremonial with no official connection to the castle.
Reduced Melbourne Central Activities District (CAD) Conservation Study 1985 survey images: approx 1200 Kodak colour negatives
Crystal: Hesalite crystal
Case: Steel
Dial: Black
Water resistance: 10 bar (100 metres / 330 feet)
Size: Case Diameter: 39 mm
Calibre: Omega 3220
Self-winding chronograph movement with rhodium-plated finish.
Power reserve: 40 hours
Type: Self winding
Reference: 3510.50.00
Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
io aircraft, phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air-Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, hypersonic plane, hypersonic aircraft, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, defense science, missile defense agency, aerospike,
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Kind of ambigous way to promote the winter sale.
Did they reduce the price or do they reduce the women?
Meeting: A Promise Renewed – Americas | Reducing inequities for maternal and child health / SEP.10.2013 / INTERNATIONAL / Overall, the countries of Latin America and the Caribbean have made great strides in recent decades in reducing deaths of mothers, newborns, infants and children and improving access to reproductive health services. But too many women’s and children’s lives are still cut short – and many others live with permanent ill health – due to preventable causes. These tragedies are concentrated in disadvantaged and marginalized populations. Conquering the persisting inequities in reproductive, maternal, neonatal, child and adolescent health in the region requires a renewed commitment and new approaches. Scale-up of evidence-based interventions and robust partnerships among public and private sector actors are among the region’s critical needs at this time and will be the focus of the conference. PHOTO PAHO/WHO ©
We had a beautiful day in Henley on Thames. In this shot I wanted to show the softness of the season changing from spring to summer. The dandelion must be reduced to individual seeds for its life to continue.
North & West Melbourne Conservation Study- negatives scanned at 3200dpi from the study (reduced for Flickr), 39 negative sheets or over 1500 images..
Refer to City of Melbourne 1983 issue of the study for Volume 1A, the Site Schedule and contact print address key.
Litton Industries, 1962
These arms were part of an advanced Apollo suit called the RX-1. This suit design differed from NASA's "soft" suits, as it featured a series of "hard" joints designed to reduce astronaut fatigue and increase mobility. In 1963, the suit was rebuilt using parts from the RX-1, and was renamed the RX-2.
-Kennedy Space Center
Reduced Melbourne Central Activities District (CAD) Conservation Study 1985 survey images: approx 1200 Kodak colour negatives.
See
librarysearch.melbourne.vic.gov.au/cgi-bin/spydus.exe/ENQ...
librarysearch.melbourne.vic.gov.au/cgi-bin/spydus.exe/ENQ...