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The Home of Franklin D. Roosevelt National Historic Site preserves the Springwood estate in Hyde Park, Dutchess County, New York. Springwood was the birthplace, lifelong home, and burial place of President Franklin D. Roosevelt. The National Historic Site was established in 1945.
While the early history of the house on the Springwood estate remains unclear, it is believed that the central portion of the present-day home is formed by a large Federal style farmhouse constructed around the year 1800. In 1845 the estate was purchased by Josiah Wheeler, a merchant from New York City. He remodeled the structure in the then-fashionable Italianate style, expanding it to 15 rooms with a three-story tower at the south end and front and rear piazzas spanning the length of the home.
In 1866 the estate, which had been reduced to approximately one square mile, was bought by James Roosevelt, Sr., Franklin D. Roosevelt's father, for $40,000, at a time when a textile worker's earnings were less than a dollar a day. Through his death 34 years later in 1900 James made many improvements to the home and property. He enlarged the servants' wing, adding two rooms, and had a spacious carriage house built in the vicinity.
In 1882 Franklin was born in what was then the second floor tower bedroom at the south end of the home. At the time, it functioned as the master bedroom; the bedroom which he, and later his sons, used during boyhood is nearby on the same floor. In 1905, after he and Eleanor Roosevelt married, the young couple moved in with his mother, Sara. The estate remained the center of Roosevelt's life in all stages of his career.
In 1915 Franklin, together with his mother, undertook a final major enlargement and remodeling of the home. This both accommodated his growing family and created an environment suitable for entertaining political associates which reflected his ambitions. Roosevelt contributed many ideas for the new design, tempered by his mother's means.
During his presidency from March 4, 1933, until his death on April 12, 1945, Franklin made almost 200 visits to Springwood, although he eventually built Top Cottage nearby as a home of his own, separate from his mother's. The main estate functioned as a "Summer White House" where the President hosted his political associates and other prominent national and international figures.
Roosevelt made his last visit to Springwood in the last week of March 1945, about two weeks before his death at the Little White House in Warm Springs, Georgia. At his own wish he was buried near the sundial in the Rose Garden on April 15, 1945. His wife was buried at his side after her death in 1962.
In 1943—two years before he died in office—Roosevelt donated the estate to the American people under the condition that his family maintained a lifetime right to usage of the property. On November 21, 1945, after the family had relinquished their rights, the estate was transferred to the U.S. Department of the Interior. Since then, the estate has been administered by the National Park Service as a National Historic Site and is open to the public.
Springwood was placed on the National Register of Historic Places in 1966.
Information from: en.wikipedia.org/wiki/Home_of_Franklin_D._Roosevelt_Natio...
Hyde Park is a charming little hamlet located in the Town of Hyde Park in central western Dutchess County on the Hudson River north of Poughkeepsie. It is well known as the hometown of the 32nd president of the United States, Franklin Delano Roosevelt.
Flaxseeds and flaxseed oil may help to:
- Lower cholesterol, protect against heart disease and control high blood pressure. Several studies indicate that flaxseed oil, as well as ground flaxseeds, can lower cholesterol, thereby significantly reducing the risk of heart disease. Flaxseed oil may also have a protective effect against angina (chest pain) and high blood pressure. In addition, a 5-year study done recently at Boston's Simmons College found that flaxseed oil may be useful in preventing a 2nd heart attack. It may also help prevent elevated blood pressure by inhibiting inflammatory reactions that cause poor circulation and artery-hardening plaque.
- Counter inflammation associated with lupus and gout. Omega-3 fatty acids appear to limit the inflammatory reaction associated with these conditions. In cases of lupus, flaxseed oil not only reduces inflammation in the joints, kidneys and skin, but also lowers cholesterol levels that may be elevated by the disease. Taking flaxseed oil for gout may lessen the often sudden and severe joint pain or swelling that is a symptom of this condition.
- Control constipation, hemorrhoids, diverticular disorders. Because they are high in soluble fiber, ground flaxseeds can help ease the passage of stools and thus relieve constipation, hemorrhoids and diverticular disease.
- Reduce cancer risk. The lignans in flaxseed appear to play a role in protecting against breast, colon, prostate, and perhaps skin cancer. In one study(1), prostate cancer patients who added about 3 heaping tablespoons of ground flaxseed daily to their diet, had more slowly-dividing tumor cells and a greater rate of tumor cell death than men who did not follow such a diet, after about 5 weeks.
The researchers found no significant difference in levels of prostate specific antigen (PSA), a protein in the blood which indicates prostate cancer progression, between the 2 groups - although men in the early stages of the disease experienced a trend toward lower levels.
Prostate cancer is the most common cancer among American men, excluding skin cancers. The American Cancer Society estimates that more than 198,000 new cases of prostate cancer are diagnosed in the U.S. each year. While the cancer will be diagnosed in about 1 in 6 men, about 1 in 30 will die of the disease.
~ from www.healingdaily.com ~
I put in cereal and baking, nobody really notices. I don't know whether it is helping health wise but it doesn't hurt.
Our Daily Challenge - Trend - January 14, 2012
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Spiritual successor to the mighty Ford Capri, the Ford Probe, although very sporty looking and stylish, sadly didn't sell in the numbers that its predecessor had done, instead becoming something of a run-of-the-mill two-door sports coupé.
Launched in the late 1970's, Ford began to experiment with the idea of futuristic designs with the help of styling house Ghia, the project being dubbed 'Probe'.
The Probe I, first shown in 1979, was a wedge-shaped design that incorporated a number of drag-reducing features like covered rear wheels and pop-up headlights. This was followed the next year by a much more conventional looking Probe II, whose hatchback styling was also reminiscent of the pony cars. The 1981 Probe III was an advanced demonstrator with covered wheels, but its bodywork evolved into the more conventional Ford Sierra and styling notes that were used on the Ford Taurus. The 1982 Probe IV was a more radical concept car with a low Cd (drag coefficient), and evolved into the equally radical 1984 Probe V.
After the 1979 energy crisis, the economic slump initiated by high fuel prices prompted Ford to give the Ford Mustang a major redesign. The new design would be based on a totally new platform introduced to Ford by Japanese car manufacturer and Ford partner Mazda. But when the new generation of the Ford Mustang neared its release date, oil prices dropped to an all time low and Ford Mustang buyers expressed their displeasure in the style of the proposed replacement. The car was eventually released, not as a Ford Mustang but as the Ford Probe.
Ford had previously worked with their Australian division to create and introduce a redesigned Ford Capri, also based on Mazda engineering, and introduced in North America the 1989-1994 Mercury Capri roadster.
The Ford Probe is a product of the joint Ford and Mazda venture called the AutoAlliance International. Its unique body panels and interior were designed and manufactured in the AutoAlliance assembly plant located in Flat Rock, Michigan, the same facility that manufactured the Mazda MX-6 coupe and Mazda 626 sedan for the North American market. Both generations of the Probe were sold in Japan as Fords, at Ford/Mazda sales channels called Autorama. Japanese models were not in compliance with Japanese Government regulations concerning exterior dimensions and engine displacement, resulting in Japanese buyers being held liable for additional taxes as a result.
The Ford Probe was introduced to the U.S. market in 1988 and was completely different from the Mazda MX-6, which was a 2-door coupe with traditional fixed headlights. The Ford Probe shares most of its mechanical parts with the Mazda MX-6 and 626. Both the Ford Probe and the Mazda MX-6 were based on the Mazda GD platform from 1988 to 1992, and on the GE platform from 1993 to 1997.
Initially planned to replace Mustang, Ford executives also expected the Probe to achieve success in the market. However, the car fell short of Ford’s expectations. The Probe's styling, while modern, was not universally accepted. It was also not affordable, making many buyers choose another, more-prestigious brand, for the price of a Ford Probe.
The Ford Probe was a Hatchback based on the Mazda GD platform, and powered by a 2.2 L SOHC 4-cylinder Mazda F2 engine. The first generation Probe appeared in 1988 and lasted until 1992 in the United States. It was based on a series of concept cars of the early 1980s, that were seen in films like Judge Dredd, Back to the Future Part II, and Total Recall.
The first generation was available in several trim levels that differ depending on the market the vehicle was sold in. In the United States, the Probe was available in GL, LX, and GT trim levels:
The GL was the base model with the 110hp F2 2.2 L engine and few options. The LX added; option for power locks, power windows, electrically adjusted exterior mirrors. Also a storage tray underneath the front passenger seat, as well as an optional flip-up moon roof. Starting in 1990, the LX was available with the 3.0 L "Vulcan" V6 engine, that was also used in the Ford Taurus, Ford Ranger, Ford Tempo, and Ford Aerostar. The LX package included optional equipment such as a single-disc CD player, and a digital instrument cluster coupled with a fuel economy computer installed in a hidden compartment on top of the centre dashboard air conditioning vents.
The GT included all the equipment of the LX, but featured the F2T 2.2 L turbocharged, intercooled engine that produced 145hp. It came with an IHI RHB5-VJ11 turbocharger and an intercooler to the intake tract, as well as a knock sensor and electronic boost controller to the engine-control system. The GT version also came with 4-wheel disc brakes with ABS, a 3-way adjustable suspension utilizing variable damping shocks, and a speed-sensitive variable-assist power steering. The Probe GT's suspension system was based on a Mazda design, but its tuning was different and included nitrogen-gas pressurized front and rear struts, with stabilizer bars.
The 1991 Probe was given a 4-star crash rating in collision tests conducted by the U.S. National Highway Traffic Safety Administration.
The Ford and Mazda design teams merged once again to give the Ford Probe a complete redesign for the 1993 model year. As before, the Probe was to share its under-structure with Mazda's MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended 2 inches and widened 4 inches, it was 125 pounds lighter than the first generation Probe. The second generation Probe was introduced in August 1992 as a 1993 model. It went on sale in Europe in the spring of 1994, filling the gap left there by Ford in that market sector since the demise of the Capri seven years earlier.
The base model started at just over US $13,000 and came standard with the 2.0L Mazda FS-DE 16-valve 4-cylinder engine, performance instrument cluster with tachometer and full gauge compliment, and an electronic AM/FM stereo. The sportier GT model started at $15,504 and came standard with the 2.5L Mazda K engine KL-DE 24-valve V6, 4-wheel disc brakes, unique front and rear fascias, fog lights, 5-spoke aluminium wheels, leather-wrapped steering wheel, and driver-seat power lumbar/seat back side bolster adjustment. Both engines featured dual overhead cam designs with the choice of a 5-speed manual transmission or a 4-speed automatic transmission.
Two automatic transmissions were available in the Probe. At first both engines shared the same automatic transmission, the Ford F-4EAT transmission, but from 1994 onwards this changed. The V6 engine continued to use the 4EAT, but the 2.0 L I4 engine used a different automatic transmission, the Ford CD4E transmission. It was sourced by Ford, and manufactured at Ford's Batavia Transmission plant in Batavia, Ohio.
A new SE (Sport Edition) trim level was available for 1995 and 1996. It included the GT front fascia (without fog lamps), unique 15-inch aluminium wheels and Sport Edition "SE" nomenclature.
In a coast to coast road test by Automobile Magazine in search of the best cars in the world, the Probe GT scored third place, right behind an $80,000 Mercedes-Benz and an $80,000 BMW. In the article, the Probe listed at about $15,000.
The last Probe came off the assembly line on June 20, 1997. A 3rd generation Probe built on the same platform as the Ford Contour/Mercury Mystique was to be released in mid-1998 as a 1999 model. About 1/3 of the way through designing the 3rd generation Probe, Ford decided to change the name and bring back the Cougar nameplate and badge it as a Mercury. This was done in an unsuccessful attempt to attract younger buyers into Mercury showrooms. As the Probe was born from what was intended to be the new Mustang, the new Cougar was born from what was to be the new Probe. Strangely enough, the Cougar was never considered by Ford to be a successor to the Probe. The Escort ZX2, released shortly after the discontinuation of the Probe, was considered the Probe's successor. In June 1998, Ford released the new Probe as the 1999 Mercury Cougar.
Today Probes are reasonable rare cars, especially earlier models which were stripped largely to keep Mazda's such as RX-7's alive due to their parts compatibility, whilst others became victims of the Scrappage scheme here in the UK when owners upgraded to more modern alternatives.
The DISNEY MAGIC Leaving Liverpool Cruise Terminal,
for a very short Cruise.
With the Mananan Ferry following it,
Also the Floating Platform Crain LARA 1
which is dismantling the Seacombe ferry terminal
and replacing it with a new one.
This video is taken at 1 frame per second,
and it has been reduced in size to 720p.
Created using Linux and WinFF.
© Kevin A Urquhart Photography.
Summer holiday 2014
In and around Berlin Germany
Berlin
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This article is about the capital of Germany. For other uses, see Berlin (disambiguation).
Berlin
State of Germany
Clockwise: Charlottenburg Palace, Fernsehturm Berlin, Reichstag building, Berlin Cathedral, Alte Nationalgalerie, Potsdamer Platz and Brandenburg Gate.
Clockwise: Charlottenburg Palace, Fernsehturm Berlin, Reichstag building, Berlin Cathedral, Alte Nationalgalerie, Potsdamer Platz and Brandenburg Gate.
Flag of Berlin
Flag Coat of arms of Berlin
Coat of arms
Location within European Union and Germany
Location within European Union and Germany
Coordinates: 52°31′N 13°23′ECoordinates: 52°31′N 13°23′E
Country
Germany
Government
• Governing Mayor
Michael Müller (SPD)
• Governing parties
SPD / CDU
• Votes in Bundesrat
4 (of 69)
Area
• City
891.85 km2 (344.35 sq mi)
Elevation
34 m (112 ft)
Population (December 2013)[1]
• City
3,517,424
• Density
3,900/km2 (10,000/sq mi)
Demonym
Berliner
Time zone
CET (UTC+1)
• Summer (DST)
CEST (UTC+2)
Postal code(s)
10115–14199
Area code(s)
030
ISO 3166 code
DE-BE
Vehicle registration
B[2]
GDP/ Nominal
€109.2 billion (2013) [3]
NUTS Region
DE3
Website
berlin.de
Berlin (/bərˈlɪn/; German pronunciation: [bɛɐ̯ˈliːn] ( listen)) is the capital of Germany and one of the 16 states of Germany. With a population of 3.5 million people,[4] Berlin is Germany's largest city. It is the second most populous city proper and the seventh most populous urban area in the European Union.[5] Located in northeastern Germany on the River Spree, it is the center of the Berlin-Brandenburg Metropolitan Region, which has about 4.5 million residents from over 180 nations.[6][7][8][9] Due to its location in the European Plain, Berlin is influenced by a temperate seasonal climate. Around one third of the city's area is composed of forests, parks, gardens, rivers and lakes.[10]
First documented in the 13th century, Berlin became the capital of the Margraviate of Brandenburg (1417), the Kingdom of Prussia (1701–1918), the German Empire (1871–1918), the Weimar Republic (1919–1933) and the Third Reich (1933–1945).[11] Berlin in the 1920s was the third largest municipality in the world.[12] After World War II, the city was divided; East Berlin became the capital of East Germany while West Berlin became a de facto West German exclave, surrounded by the Berlin Wall (1961–1989).[13] Following German reunification in 1990, the city was once more designated as the capital of all Germany, hosting 158 foreign embassies.[14]
Berlin is a world city of culture, politics, media, and science.[15][16][17][18] Its economy is based on high-tech firms and the service sector, encompassing a diverse range of creative industries, research facilities, media corporations, and convention venues.[19][20] Berlin serves as a continental hub for air and rail traffic and has a highly complex public transportation network. The metropolis is a popular tourist destination.[21] Significant industries also include IT, pharmaceuticals, biomedical engineering, clean tech, biotechnology, construction, and electronics.
Modern Berlin is home to renowned universities, orchestras, museums, entertainment venues, and is host to many sporting events.[22] Its urban setting has made it a sought-after location for international film productions.[23] The city is well known for its festivals, diverse architecture, nightlife, contemporary arts, and a high quality of living.[24] Over the last decade Berlin has seen the upcoming of a cosmopolitan entrepreneurial scene.[25]
20th to 21st centuries[edit]
Street, Berlin (1913) by Ernst Ludwig Kirchner
After 1910 Berlin had become a fertile ground for the German Expressionist movement. In fields such as architecture, painting and cinema new forms of artistic styles were invented. At the end of World War I in 1918, a republic was proclaimed by Philipp Scheidemann at the Reichstag building. In 1920, the Greater Berlin Act incorporated dozens of suburban cities, villages, and estates around Berlin into an expanded city. The act increased the area of Berlin from 66 to 883 km2 (25 to 341 sq mi). The population almost doubled and Berlin had a population of around four million. During the Weimar era, Berlin underwent political unrest due to economic uncertainties, but also became a renowned center of the Roaring Twenties. The metropolis experienced its heyday as a major world capital and was known for its leadership roles in science, the humanities, city planning, film, higher education, government, and industries. Albert Einstein rose to public prominence during his years in Berlin, being awarded the Nobel Prize for Physics in 1921.
Berlin in ruins after World War II (Potsdamer Platz, 1945).
In 1933, Adolf Hitler and the Nazi Party came to power. NSDAP rule effectively destroyed Berlin's Jewish community, which had numbered 160,000, representing one-third of all Jews in the country. Berlin's Jewish population fell to about 80,000 as a result of emigration between 1933 and 1939. After Kristallnacht in 1938, thousands of the city's persecuted groups were imprisoned in the nearby Sachsenhausen concentration camp or, starting in early 1943, were shipped to death camps, such as Auschwitz.[39] During World War II, large parts of Berlin were destroyed in the 1943–45 air raids and during the Battle of Berlin. Around 125,000 civilians were killed.[40] After the end of the war in Europe in 1945, Berlin received large numbers of refugees from the Eastern provinces. The victorious powers divided the city into four sectors, analogous to the occupation zones into which Germany was divided. The sectors of the Western Allies (the United States, the United Kingdom and France) formed West Berlin, while the Soviet sector formed East Berlin.[41]
The Berlin Wall in 1986, painted on the western side. People crossing the so-called "death strip" on the eastern side were at risk of being shot.
All four Allies shared administrative responsibilities for Berlin. However, in 1948, when the Western Allies extended the currency reform in the Western zones of Germany to the three western sectors of Berlin, the Soviet Union imposed a blockade on the access routes to and from West Berlin, which lay entirely inside Soviet-controlled territory. The Berlin airlift, conducted by the three western Allies, overcame this blockade by supplying food and other supplies to the city from June 1948 to May 1949.[42] In 1949, the Federal Republic of Germany was founded in West Germany and eventually included all of the American, British, and French zones, excluding those three countries' zones in Berlin, while the Marxist-Leninist German Democratic Republic was proclaimed in East Germany. West Berlin officially remained an occupied city, but it politically was aligned with the Federal Republic of Germany despite West Berlin's geographic isolation. Airline service to West Berlin was granted only to American, British, and French airlines.
The fall of the Berlin Wall on 9 November 1989. On 3 October 1990, the German reunification process was formally finished.
The founding of the two German states increased Cold War tensions. West Berlin was surrounded by East German territory, and East Germany proclaimed the Eastern part as its capital, a move that was not recognized by the western powers. East Berlin included most of the historic center of the city. The West German government established itself in Bonn.[43] In 1961, East Germany began the building of the Berlin Wall between East and West Berlin, and events escalated to a tank standoff at Checkpoint Charlie. West Berlin was now de facto a part of West Germany with a unique legal status, while East Berlin was de facto a part of East Germany. John F. Kennedy gave his "Ich bin ein Berliner" – speech in 1963 underlining the US support for the Western part of the city. Berlin was completely divided. Although it was possible for Westerners to pass from one to the other side through strictly controlled checkpoints, for most Easterners travel to West Berlin or West Germany prohibited. In 1971, a Four-Power agreement guaranteed access to and from West Berlin by car or train through East Germany.[44]
In 1989, with the end of the Cold War and pressure from the East German population, the Berlin Wall fell on 9 November and was subsequently mostly demolished. Today, the East Side Gallery preserves a large portion of the Wall. On 3 October 1990, the two parts of Germany were reunified as the Federal Republic of Germany, and Berlin again became the official German capital. In 1991, the German Parliament, the Bundestag, voted to move the seat of the (West) German capital from Bonn to Berlin, which was completed in 1999. Berlin's 2001 administrative reform merged several districts. The number of boroughs was reduced from 23 to twelve. In 2006 the FIFA World Cup Final was held in Berlin.
Jewish Museum, Berlin
From Wikipedia, the free encyclopedia
Jump to: navigation, search
The Libeskind-designed Jewish Museum Berlin, to the left of the old Kollegienhaus (before 2005).
Outside of the Jewish Museum view
The Jewish Museum Berlin (Jüdisches Museum Berlin) is one of the largest Jewish Museums in Europe. In three buildings, two of which are new additions specifically built for the museum by architect Daniel Libeskind, two millennia of German-Jewish history are on display in the permanent exhibition as well as in various changing exhibitions. German-Jewish history is documented in the collections, the library and the archive, in the computer terminals at the museum's Rafael Roth Learning Center, and is reflected in the museum's program of events. The museum was opened in 2001 and is one of Berlin’s most frequented museums (almost 720,000 visitors in 2012).[1]
Opposite the building ensemble, the Academy of the Jewish Museum Berlin was built – also after a design by Libeskind – in 2011/2012 in the former flower market hall. The archives, library, museum education department, and a lecture hall can all be found in the academy.[2]
Princeton economist W. Michael Blumenthal, who was born in Oranienburg near Berlin and was later President Jimmy Carter's Secretary of the Treasury, has been the director of the museum since December 1997.[3]
Experts: Exercise is a top way to reduce stress
Experts said exercise pumps up your endorphins, resulting in positive energy. "Exercise is one of the greatest things for stress," Sulack said. It also helps you remain calm and clear in what you do. "Specifically spinal mobility is...
tsceleb.com/experts-exercise-is-a-top-way-to-reduce-stres...
Chhattisgarh is a very young state, only 19 years old, and is currently on a growing trajectory. Its education system is catching up with the other states. The lack of proper educational infrastructure is definitely a problem but the government has joined hands with private players in the state and together they are uplifting higher education in the state. Among these private players is one of the Best University in Chhattisgarh, Dr CV Raman University, Bilaspur.
The 21st century is rightly named as the digital era and the internet has clearly taken over every aspect of our life, including education. Technology is the biggest driver of the education sector of any country and this college has definitely leveraged the use of the internet. From providing full-fledged computer labs to fully functional digitized libraries, the college has taken care of everything.
Technological evolutions like AI, ML, Data Science have had a resounding impact on the education sector and this college has included all these topics in their management courses Chhattisgarh. They are making sure that the state is at par with the changing scenario of the world around. Their curriculum also focuses on technology, innovation, general skills and business management which other colleges generally overlook.
According to the world economic forum, by 2025, demand for critical thinking and computer skills would increase by 20% which in turn would create 2.1 million jobs by 2020 in all related domains. Incorporation of digitized courses by the university helps its students learn critical thinking, innovation, problem solving and collaboration.
Exams from pen and paper have now moved to online portals, powerpoint presentations have taken the place of projects and the computer is taking over everything. This college has signed up for many online portals such as LMS, MOOC, KConnect and many more. Students directly get quizzes to solve, submit projects, divide into groups through online platforms are now getting the gist of technology.
CV Raman University is emerging as the Top Private College in Chhattisgarh and it is making sure that its students walk that path with them. They have clearly understood the outcomes of digitized education and have taken up the challenge to ensure that everyone gets to reap the benefits of it. The students of this college are involved in a more research-oriented and thought based learning process. The business world is rapidly moving towards newer technologies like IOT and Block Chain and the college organizes regular guest lectures from experts in the industry to keep the students up-to-date with the latest trends. The students, while graduating, are industry ready and take upon new challenges.
With the pace technology is moving at, the future of jobs will be defined by speed, scale and digitization. In order to embrace this change, India needs to skill their youth to ensure that we excel in it. This will help us raise the living standards of people in our country. All these transformational changes are bound to take higher education of the country to another level.
To Know More: cvru.ac.in/
GB Railfreight Class 92, 92043 does its best to make up some time as it works the Caledonian Sleeper Up Highlander through Hartford.
The service was running around an hour late (and was similarly delayed on arrival at Euston) due to issues with the Mk5s during the shunt at Edinburgh.
This was also the first night of the reduced service in response to the second national lockdown due to the Covid-19 pandemic. In the latest revision to the timetable, only one train ran in each direction, serving Edinburgh and Inverness. The usual services to Glasgow, Aberdeen and Fort William were cancelled.
+++ 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 Hawker Sea Hawk was a British single-seat jet fighter of the Royal Navy, built by Hawker Aircraft and its sister company, Armstrong Whitworth Aircraft. In the final years of the Second World War, Hawker's design team had become increasingly interested in developing a fighter aircraft that took advantage of the newly developed jet propulsion technology. On 1 September 1944, the first prototype of the company's latest piston engine fighter aircraft, the Hawker Fury/Sea Fury, conducted its maiden flight; it was this aircraft that would serve as the fundamental design basis for Hawker's first jet-powered aircraft, the P.1035, which was submitted for evaluation by the Air Ministry in November 1944.
The design was substantially modified in December 1944, leading to a new designation for the project, P.1040. The jet exhaust was moved from beneath the tail and re-designed as two short, split-lateral bifurcated exhausts, embedded in the trailing edge of the wing root. The tail plane was raised in order to clear the jet exhausts. The air intakes were moved to the wing root leading edge, similar to the contemporary de Havilland Vampire. The unusual bifurcated jet pipe reduced pressure losses in the jet pipe and had the additional advantage of freeing up space in the rear fuselage for fuel tanks, which gave the aircraft a longer range than many other early jets. The fuselage fuel tanks, being fore and aft of the engine, also provided for a stable center of gravity during flight. The absence of fuel tanks also meant that a thinner wing could be adopted without any loss of range. To ease manufacture, the elliptical wing form of the Fury was discarded in favor of a straight tapered wing design The P.1040 also featured a nose wheel undercarriage arrangement, the first for a Hawker-built aircraft, and the aircraft was armed with four 20mm Hispano-Suiza Mk. V cannons.
In October 1945, Sydney Camm, Hawker's chief designer, being satisfied with the results generated from engineering mock-ups and wind tunnel testing, authorized the raising of a production order for a single prototype. In light of the diminished RAF interest in the project in the post-WWII era, allegedly due to the aircraft offering insufficient advances over the jet fighters already in service, a navalized version of the P.1040 was offered in January 1946 to the Admiralty as a fleet support fighter.
However, the Admiralty were not initially encouraging to Hawker's approaches, in part due the presence of the in-development jet-powered Supermarine Attacker aircraft, but the service was intrigued by the type's long-range capability, as well as by the promise of increased power from the Nene engine. Thus, in May 1946, the Naval Staff authorized the manufacture of three prototypes and a further test specimen.
On 2 September 1947, the first prototype, VP401, now called “Sea Hawk” and sometimes referred to as the Hawker N.7/46 after the related naval specification, conducted its maiden flight from RAF Boscombe Down.
An initial order was received in November 1949, and shortly after the outbreak of the Korean War, an urgent operational demand for Britain's aircraft carriers, and thus their accompanying aircraft, had become apparent. The rate of production was substantially increased, and further orders for the Sea Hawk were soon placed. The first production Sea Hawk was the F 1, it first flew in 1951 and entered service two years later with 806 Squadron, first based at Brawdy, then transferred to the HMS Eagle. All Sea Hawks were in service by the mid-1950s and eventually over 500 were built in different versions, which soon became fighter bombers. Beyond these ever-improving variants, it was soon clear that a two seat variant would be necessary for naval operation transition training. Hawker responded to this request by the Admirality in 1952 with the T 20 variant.
The Sea Hawk T 20 was based on the FGA 3, the Sea Hawk’s first fighter bomber version which could, beyond its gun armament, also carry offensive ordnance under its wings. In order to accommodate a crew of two, this advanced trainer variant received a completely new front section with a side-by side cockpit, fitted with duplicated flight controls and instrumentation, and a bulbous canopy that allowed both passengers an excellent field of view for carrier landings. In order to allow a seamless transition from initial trainings, the cockpit layout and much of the operational equipment fittings was very similar to that of the Percival Provost. A key feature for the era amongst the fittings in the cockpit was the Centralized Warning Panel, which alerted the pilots in the event of a number of unfavorable or hazardous conditions being detected, such as icing conditions, fire or oxygen failure.
In order to compensate for a loss of directional stability due to the new cockpit section, the aircraft received a taller fin, which was also introduced to export versions of the Sea Hawk. As a weight saving measure and in order to keep the center of gravity within safe limits, the gun armament was reduced from four to two 20 mm Hispano cannon. The underwing hardpoints for bombs, unguided missiles and drop tanks were retained, so that the trainer could - with slight performance losses and a reduced ordnance load - fly the Sea Hawk’s complete mission envelope.
After the T20’s successful acceptance trials during late 1954 at 738 NAS at Lossiemouth, the FAA formally accepted the type in 1956. A total of 32 aircraft were produced and exclusively operated by the Royal Navy, where it quickly received the nickname “Puffin”, due to its bulbous nose section.
The Sea Hawk T20’s were distributed between 738 NAS (18 machines) for land-based conversion training and active, navel units, which received two or three trainers each for advanced training aboard of carriers.
The Sea Hawks in Fleet Air Arm service began being phased out from first line service in 1958, the year in which the Supermarine Scimitar and de Havilland Sea Vixen entered service, both of which types would eventually replace the Sea Hawk in the fighter and attack role. The last front line Sea Hawk squadron, No. 806, disbanded at RNAS Brawdy on 15 December 1960, ending a very brief operational career for the Sea Hawk. Most Sea Hawks in second line service were withdrawn by the mid-1960s, the trainers were retired in 1967, but four of them were refurbished and sold to India, where they served until 1983, partly from the Indian aircraft carrier Vikrant.
General characteristics:
Crew: One
Length: 40 ft 5 in (12.34 m)
Wingspan: 39 ft 0 in (11.89 m)
Height: 9 ft 8 in (2,95 m )
17 ft 8 in (5,39 m with folded wings)
Wing area: 278 ft² (25.83 m²)
Empty weight: 9,482 lb (4,305 kg)
Loaded weight: 13,220 lb (5,996 kg)
Max. takeoff weight: 16,150 lb (7,325 kg)
Powerplant:
1× Rolls-Royce Nene 101 turbojet, rated at 5,000 lbf (22.24 kN) thrust
Performance:
Maximum speed: 583 mph (940 km/h)
Range: 480 mi (770 km)
Service ceiling: 44,500 ft (13,564 m)
Rate of climb: 5,700 ft/min (29.0 m/s)
Wing loading: 48 lb/ft² (232 kg/m²)
Thrust/weight: 0.38
Armament:
2× 20 mm (0.79 in) Hispano Mk V cannons (200 RPG) in the lower front fuselage
Underwing hardpoints and provisions to carry combinations of:
16× 60 lb (27 kg) unguided 3" rockets or 8× 5” (127 mm) unguided HVAR rockets, and
2× 500 lb (227 kg) bombs, or
2 × 90 Imp gal (410 l) drop tanks
The kit and its assembly:
This one is my submission to the 2018 One Week Group Build at whatifmodelers.com, and it was originally inspired by the work a fellow modeler in 2015 (Glenn Gilbertson, from that year’s One Week GB) who mated a Hawker Sea Hawk with the nose section from a Hawker Hunter trainer. The result was, for my personal taste, a rather nose-heavy affair, but it looked very convincing. I liked the concept and I kept the idea in the back of my mind. And the 2018 GB was now a good occasion to tackle this project, also because I had proper ingredients at hand.
This included a Hobby Boss Sea Hawk kit that I had purchased as a cheap, special offer (but without a plan for it yet), and a surplus BAC Strikemaster fuselage (Matchbox) that I had in my stash after the recent BAC Bushmaster kitbashing. A quick test revealed that a transplantation of the Strikemaster nose section appeared feasible, since the width is very similar. Compared with the Hunter nose section from Glenn Gilbertson’s build, the Strikemaster nose is considerably shorter and more compact, but it still offers the plausible side-by-side arrangement.
From this starting point things evolved straightforward, since there was only a limited time frame available to complete the build from box to beauty pics. Most of the Sea Hawk (the Hobby Boss model is a lovely “real” kit!) was built OOB, only the cut for the nose transplant caused some headaches. I eventually settled on a staggered solution, keeping the Strikemaster’s floor section and internal cockpit rear bulkhead in front of the wing roots, but with an extended spine donation so that the whole slide-back canopy could be transferred and opened. All in all, and in contrast to Glenn Gilbertson’s 2015 build, the length of the new aircraft just grew only little, so that the overall proportions could be kept.
Using the Sea Hawk Mk. 100/101 kit had the benefit of a taller fin – which would have had to be scratched in some way in order to balance the trainer’s profile, since the original short fin would look pretty wacky with the enlarged nose section. The whole thing still looks a little goofy, though…?
Inside of the cockpit, I replaced the Strikemaster’s OOB double seat with two single seats from an Intech TS-11 Iskra, and I added a new floor and a rear bulkhead. The dashboard was taken OOB but decorated with instrument decals (from a Matchbox Hunter two-seater). Two scratched gunsights decorate the dashboard, too. The rest of the nose was stuffed with lead beads for a proper stance.
The canopy was cut into two pieces for an opened presentation, and for this purpose I also cut away a part of the Strikemaster spine which is, in real life, attached to the canopy’s sliding part.
The landing gear was taken OOB from the Sea Hawk, I just shortened the length of the nose wheel strut and modified the front wheel well covers (made from much thinner plastic sheet), since the Strikemaster has a shorter and smaller arrangement than the Sea Hawk.
Being a trainer, I just added a pair of OOB drop tanks under the wings.
Painting and markings:
Well, there are only a few potential options for a Fifties RN aircraft, and I guess that a silver livery with orange dayglow markings would have been the most probable option. But I wanted to attach the trainer to an active carrier unit, so I rather settled upon an elegant, shiny Extra Dark Sea Grey/White livery with some orange accents.
Basic colors are a very light grey (instead of pure white, acrylic paint from a rattle can) and Humbrol 123, with the upper tone carried around the leading edges.The kit received a very light black ink wash, so that the engraved panel lines would catch some pigments, as well as some light post-shading with Humbrol 164 and 125 (Dark Sea Grey and FS 36118, respectively) and Humbrol 34, flat white.
The fluorescent orange stripes are all decals, generic material from TL Modellbau. The RN markings were puzzled together from various sources, since the Hobby Boss Sea Hawk Mk. 100/101 only comes with German and Indian markings. The serial number, XA454, actually belongs to a Fairey Gannet and was adapted from a respective Xtradecal sheet. The 809 NAS emblems come from an Model Alliance Buccaneer sheet, while other markings come from a Sea Harrier sheet from the same company.
The aircraft’s tactical code number had to be improvised: placing it on a uniform background on the medium waterline for better contrast and readability was inspired by contemporary types like the Scimitar. Both cases of black code on white or white code on EDSG were used, as far as I can tell, as well as black letters with a thin, white outline. I settled for white, generic decal material as background, which adds to the impression that the code had been applied in the field, and black letters.
Finally the kit was sealed with a mix of Italeri acrylic varnishes, 2/3 “semi gloss” and 1/3 “matt”, for a slightly shiny finish.
You can say that this Sea Hawk trainer “has character”, but the tadpole cockpit from the Strikemaster somewhat ruins the original fighter’s clean lines? The result reminds me of the TF-102, at least when you compare the trainer variant with the original fighter, and the Sea Hawk trainer’s overall lines somewhat resemble a McDonnell F2H Banshee night fighter or even a Grumman A-6 intruder?
However, I like the outcome of this quick rhinoplasty adventure, and within the Group Build’s limited timeframe (and real life happening in parallel) I am quite pleased with the result, even though there are some flaws. Tough job, though, since it involved some serious bodywork and I just did not only build the model, but also produced a beauty pics series.
Breast Reduction surgery or Reduction mammaplasty is a reduction of the breast tissue to make the breasts smaller and lighter. This commonly requested procedure helps in getting more proportionate breasts to one’s frame.
It alleviates the immense physical (Back pain, neck pain, bad posture, fungal infection in the lower breast fold) and social discomfort that a woman may be feeling due to the large breasts. It corrects the asymmetry in the nipple-areola area and also in the breast sizes.
The procedures of breast reduction are varied:
Liposuction: Although liposuction is performed in almost all breast reduction, it is used as an adjunctive procedure rather than the mainstay of treatment. It is usually used to reduce the fat component of the breasts and the sides. Alone liposuction will only benefit females where they have a substantial fat component in the breasts. This usually happens with post-menopausal women.
To know more visit: www.drshilpibhadani.com/body-...
To Book an Appointment: www.drshilpibhadani.com/book-...
Important facts explained by Dr. Shilpi Bhadani in the video:
1- When should one consider breast reduction? 0:17
2- Heavy breasts cause discomfort such as 0:28
3- About the breast reduction procedure 0:47
4- Tyes of scar left after breast reduction 1:20
MEDIJSKI DIJALOZI № 10, Vol. 4, 384.
Apstract: Problems that are trying to be solved today concerning
young people are: (1) suppression of Internet and ʺonlineʺ gaming
dependence, (2) reducing the number of stolen identities, and the problem
(3) of protection against possible online abuse. Internet addiction
among young people does exist, as it has been proven in numerous
national and international research analyses. This paper presents
ways of combating internet addiction of young people. One way of
combating internet and gaming addiction, which is described in detail,
is setting up parental control in the operating system (used by
young people) by IT professionals. In addition to the method mentioned
above, a number of interesting actions, projects and lectures are
being implemented today to protect young people on the Internet.
When it comes to protecting user accounts on e‐social networks,
young people should frequently change their password, and set a
strong one. To prevent computer exploits of young people over the
internet, a managing local computer network and control system is
often introduced, and thus controlling the online data flow, which is
also described in more detail.
Key words: Internet, Young People, E‐Social Network, Internet
Dependence, Antivirus Software, Open DNS.
Zaključak
Nije teško zaključiti da će se ispitanici najčešće lažno predstavljati na
onim internetskim servisima koje najviše koriste. U organizacijama gdje je
provedeno istraživanje (Međimurska županija) nastojati će se pozitivno djelo‐vati na mlade u cilju smanjenja lažnog predstavljanja na internetu. Radom i
primjerom je dokazano postojanje nasilja među mladima na internetu i u
stvarnosti, te (na temelju rezultata istraživanja) postojanje ovisnosti o internetu
u Republici Hrvatskoj i inozemstvu. Slijedeći problem koji se danas nastoji
riješiti je suzbijanje ovisnosti mladih o internetu i online igricama. Jedan od
načina koji se navodi u radu za suzbijanje ovisnosti mladih o internetu je postavljanjem
roditeljskog nadzora od strane informatičkih stručnjaka pomoću
opcija operacijskog sustava i OpenDNS‐om. Osim toga za zaštitu mladih od
ovisnosti o internetu nastoje se provoditi zanimljive akcije, projekti i predavanja
kao što su: „Deset dana bez ekrana22“, objavljivanje prezentacija o opasnostima
na internetu od strane mup‐a23, učestalo objavljivanje članaka o ovisnosti
djece na internetu, održavanje predavanja za mlade u školama na temu „Opasnosti
na internetu“. U tjednu kada je dan sigurnosti djece na internetu (8.2.),
nastavnike informatike u školama navode ravnatelji, voditelji aktiva i predstavnici
Agencije za odgoj i obrazovanje na izdvajanje jednog nastavnog sata
za tumačenje teme: „Sigurnost djece i mladih na internetu“ mladima, kako
mladi ne bi doživjeli jedan od brojnih oblika zlostavljanja koja su navedena u
samom radu. Kada je riječ o zaštiti korisničkih računa na e‐društvenim mrežama
mladih, mladi bi trebali učestalo mijenjati lozinku, te postaviti optimalnu
lozinku jake snage. Kako bi se spriječio pokušaj napada preko računala
nerijetko se uvode sustavi za upravljanje lokalnom mrežom računala, te se na
taj način kontrolira tijek podataka mladih na internetu.
+++ 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:
Due to increasing tensions in Europe which led to World War 2, AVRO Aircraft started developing combat aircraft, and as a subsidiary of Hawker, they had access to the Hurricane plans. At the time that the Hurricane was developed, RAF Fighter Command consisted of just 13 squadrons, each equipped with either the Hawker Fury, Hawker Demon, or the Bristol Bulldog – all of them biplanes with fixed-pitch wooden propellers and non-retractable undercarriages. After the Hurricane's first flight, Avro started working on a more refined and lighter aircraft, resulting in a similar if not higher top speed and improved maneuverability.
The result was Avro’s project 675, also known as the "Swallow". The aircraft’s profile resembled the Hawker Hurricane, but appeared more squatted and streamlined, almost like a race version. Compared with the Hurricane, overall dimensions were reduced and the structure lightened wherever possible. The wings were much thinner, too, and their shape reminded of the Supermarine Spitfire’s famous oval wings. The main landing gear was retractable and had a wide track. The tail wheel was semi-retractable on the prototype, but it was replaced by a simpler, fixed tail wheel on production models.
The Swallow made its first flight on 30th December 1937 and the Royal Air Force was so impressed by its performance against the Hurricane that they ordered production to start immediately, after a few minor tweaks to certain parts of the aircraft had been made.
On 25 July 1939, the RAF accepted their first delivery of Avro Swallow Mk. Is. The first machines were allocated to No.1 Squadron, at the time based in France, where they were used in parallel to the Hurricanes for evaluation. These early machines were powered by a 1.030 hp (770 kW) Rolls-Royce Merlin Mk II liquid-cooled V-12, driving a wooden two-bladed, fixed-pitch propeller. The light aircraft achieved an impressive top speed of 347 mph (301 kn, 558 km/h) in level flight – the bigger and heavier Hurricane achieved only 314 mph (506 km/h) with a similar engine. Like the Hurricane, the Swallow was armed with eight unsynchronized 0.303 in (7.7 mm) Browning machine guns in the outer wings, outside of the propeller disc.
In spring 1940, Avro upgraded the serial production Swallow Mk.I's to Mk.IA standard: the original wooden propeller was replaced by a de Havilland or Rotol constant speed metal propeller with three blades, which considerably improved field performance. Many aircraft were retrofitted with this update in the field workshops in the summer of 1940.
In parallel, production switched to the Swallow Mk. II: This new version, which reached the front line units in July 1940, received an uprated engine, the improved Rolls-Royce Merlin III, which could deliver up to 1,310 hp (977 kW) with 100 octane fuel and +12 psi boost. With the standard 87 Octane fuel, engine performance did not improve much beyond the Merlin II's figures, though.
A redesigned, more streamlined radiator bath was mounted, too, and altogether these measures boosted the Swallow’s top speed to 371 mph (597 km/h) at 20,000 ft (6,096 m). This was a considerable improvement, and the contemporary Hurricane II achieved only 340 mph (547 km/h).
However, several fundamental weak points of the Swallow remained unsolved: its limited range could not be boosted beyond 300 miles (500 km) and the light machine gun armament remained unchanged, because the Swallow’s thin wings hardly offered more space for heavier weapons or useful external stores like drop tanks. Despite these shortcomings, the pilots loved their agile fighter, who described the Swallow as an updated Hawker Fury biplane fighter and less as a direct competitor to the Hurricane.
Nevertheless, Avro kept on working to improve the Swallow, but with limited success. For instance, in early 1941, a Swallow Mk. II was modified to carry a pair of 20mm Hispano cannons instead of the inner pair of machine guns. Due to the aircraft’s thin wings, this update necessitated bulged fairings and a modified internal structure for the cannons' ammunition drums. The prototype was operationally tested at the home defense front and the additional firepower was warmly welcomed by the pilots who flew it, since the cannons allowed them to stay out of the German bombers’ machine gun range of and added more punch against German escort fighters in dogfights.
This innovation directly led to the Swallow Mk. III, introduced in August 1941, the fighter’s final production variant. Beyond the armament changes and the respective structural changes to the wings, the Mk. III was still powered by the Rolls-Royce Merlin III from the swallow Mk. II, but the variant introduced clipped wing tips in order to compensate for the slightly higher weight of the airframe and to improve roll characteristics at low and medium altitude. Otherwise, the Mk. III was virtually identical to the earlier Mk. II.
Another Mk. II was experimentally converted with a lowered spine and a framed bubble canopy for a better all-around field of view (reminiscent of the Hawker Typhoon's design), but this experiment did not reach production status. The Swallow had already reached its limited development potential and was, by mid-1942, outdated.
Since the Supermarine Spitfire had in the meantime proven its worth and promised a much bigger development potential, production of the Avro Swallow already ceased in late 1942 after 435 aircraft had been built. Around the same time, the Swallows were quickly phased out from front-line service, too.
Several machines were retained as trainers, messenger aircraft or instructional airframes. 20 late production Mk. IIs were sold to the Irish Air Corps, and a further 50 aircraft were sent to Canada as advanced fighter trainers, where they served until the end of the hostilities in 1945.
General characteristics:
Crew: 1
Length: 28 ft 1 in (8.57 m)
Wingspan: 33 ft 7 in (10.25 m)
Height: 8 ft 6 in (2.60 m)
Wing area: 153 ft² (16.40 m²)
Empty weight: 3,722 lb (1,720 kg)
Gross weight: 5,100 lb (2,315 kg)
Powerplant:
1× Rolls-Royce Merlin III liquid-cooled V-12, rated at 1,310 hp (977 kW) at 9,000 ft (2,700 m)
Performance:
Maximum speed: 366 mph (590 km/h) at 20,000 ft (6,096 m)
Range: 320 miles (515 km)
Service ceiling: 36,000 ft (10,970 m)
Rate of climb: 2,780 ft/min (14.1 m/s)
Wing loading: 29.8 lb/ft² (121.9 kg/m²)
Power/mass: 0.15 hp/lb (0.25 kW/kg)
Armament:
2× 0.787” (20mm) Hispano Mk II cannon with 60 RPG
4× 0.303” (7,7mm) Browning Mk. II machine guns with 350 RPG
The kit and its assembly:
This is actually a remake of a whif that I have built some time ago for the Battle of Britain Group Build at whatifmodelers.com. This fictional machine – or better: the model – is based on a profile drawing conceived by fellow forum member nighthunter: an Avia B.135, outfitted with a Merlin engine, a ventral radiator in the style of a Hawker Hurricane, and carrying RAF markings.
I had another B.35 kit at hand, as well as other ingredients, so I decided to re-create the same aircraft, just in a later variant that differs in some minor details from the first one. The basis is, once again, a vintage KP Models kit of the early B.35 fighter with a fixed landing gear. It’s a sleek and pretty aircraft, but the kit’s quality is rather so-so (the molds date back to 1974). Details are quite good, esp. on the exterior. You get a mix of engraved and raised surface details, but fit is mediocre, there is lots of flash and the interior is quite bleak. But, with some effort, things can be mended.
Many donation parts for the Swallow, including the Merlin engine, propeller, landing gear and radiator, were taken from an AZ Models Spitfire Mk. I/II/V, from a Joy Pack, which comes with three of these kits without decals.
New landing gear wells had to be carved out of the massive lower wing halves. Since the original Swallow profile did not indicate the landing gear design, I went for an inward-retracting solution, using parts from an early Spitfire. Due to the oil cooler in one of the wing roots, though, the stance ended up a little wide, but it’s still acceptable and I stuck to the same solution as on my first build of the Swallow. But now I know why the real world B.135 prototype had its landing gear retract outwards – it makes more sense.
The Merlin fitted very well onto the B.35 fuselage, diameter and shape match very well, even though the Spitfire Merlin and its respective fuselage intersection is a little too deep for the B.35. As a consequence, some light sculpting with putty was necessary under the fuselage – nothing dramatic, though.
Inside of the cockpit, this time I used more Spitfire material than during my first Swallow build, namely the floor, seat and rear bulkhead/headrest. Like before, I added a tank behind the seat in order to fill the OOB void there, and used the B.35’s OOB headrest struts, as well as the dashboard.
The blurry, single-piece canopy was cut into three pieces for optional open display on the ground, but this was not a smart move since the material turned out to be very thin and, even worse, brittle – cracks were the unfortunate result. L
Since one of the B.35’s wing tips was missing (there’s a deep edge at the tips, and one tip had been broken off and got lost), I reduced the span of both wings, resulting in a square shape that resembles a narrow Hawker Tempest wing.
Another change concerns the armament: trying to beef it up, I added a pair of Hispano cannon to the wings, with the barrels protruding from the wings’ leading edges, reminiscent of the Spitfire’s “B” wing – even though I kept the outer machine guns at the Swallow’s original position.
Finally, I installed my trademark propeller adapter: a styrene tube inside of the fuselage that holds a long metal axis with the propeller, so that it can spin freely.
Painting and markings:
Once again I went for a conservative route, this time I chose the new standard “Day Fighter” camouflage that the RAF introduced in summer 1941: Dark Green/Ocean Grey (using Humbrol 116 and 106, respectively) with Medium Sea Grey (Humbrol 64) undersides.
The typical fuselage ID band and the spinner became Sky (Revell 59) and yellow ID bands were added to the outer wings’ leading edges, created with yellow decal sheet material.
The roundels were chosen to match the 1941 era, with A.1 roundels on the fuselage, B roundels on top of the wings and Type A underneath, they actually belong to P-40s in RAF service and come, including the fin flash, from a Sky Models sheet. The code letters in Sky come from an Xtradecal sheet, the serial number actually belongs to a contemporary RAF P-40C – I was too lazy to create an individual serial number that actually fills a gap in the RAF’s inventory list.
Some light weathering and panel shading was done, as well as some light soot stains around the exhausts and the gun ports on the wings (grinded graphite). Finally, everything sealed under a coat of matt acrylic varnish (Italeri) and wire antennae (stretched sprue material) added.
A simple project, realized in a couple of days – thanks to the experience gathered during the first build of this fictional aircraft. However, the Avro Swallow looked already promising in nighthunter's original profile, almost like a missing link between the sturdy Hurricane and the more glorious Spitfire. The result looks very convincing, and with the clipped wingtips, born as a makeshift solution, it looks even faster than the original build!
I am amazed how good this thing looks overall, with its elegant, slender wings and the sleek fuselage lines. At first glance, it looks like an early Spitfire, but then you notice the different wings, the low canopy and the shorter but deeper tail. Then you can think it was a travestied Yak-3 or LaGG aircraft, but again the details don’t match. It’s a quite subtle creation. Maybe, someday, a third one will join my RAF Swallow duo, but this time in Irish Air Corps colors.
Jose Rojas, North American Division Volunteer Ministries director, presents Check Him Out at the Lane County Fairgrounds in Eugene, Ore.
Callies Compstar 3.750" Stroke "Large Main Journal" 2.650" Small Block Chevy Crank with rod journal lightening holes to reduce weight and rounded counterweight edges to reduce windage.Removing the counterweights at each end of the crank{and the forging} should go along way to relieve flex at the main bearings,and crank twist.The large main journal has more crank overlap for a stronger crank:
www.popularhotrodding.com/tech/0710phr_crankshaft_tech/ph...
but it also thins the block web some,{along with 4-bolt versus 2-bolt main}so it's pick your poison using a OEM block{350 versus 400 blocks}the smaller journal would decrease friction but for the RPM range intended for this build I doubt that any of the advantages/disadvantages will make a noticable difference,I wanted the 400 block for the bore size,and budget,so the crank journal size choice was simply one that fit.SBC 383 build guide article from a 350 block:
www.carcraft.com/techarticles/ccrp_0808_383_stroker_small...
Rear main cap oil pump passage smoothed for oil flow.I blueprinted the bearing clearances to .003"mains,.002"rods by measuring,mixing and matching the upper and or lower bearing shells within the set.Two of the rods ended up just under .002" at .0018"and .0019" and one of the mains was .0028".All of the clearance variances were much less than .0005" out of the box,but by mixing and matching I got them all consistent with the exception of the two rods and one main.All of the parts and measuring tools were kept in the house for a constant measuring temp.and was much more comfortable for me to do the detail work{My wife rolls her eyes and shakes her head at me}but I actually do have a method to my madness.After I had everything measured,matched,and labeled I moved it all back to the garage for assembly.I went with the old rule of thumb for bearing clearance,.001"clearance for every inch of journal size to help keep as much oil control as possible.If this engine was planned to see extended high RPM use from the start, I would have used a .001" oversize bearing half in the rods to open the clearance up to .0025".
www.carcraft.com/techarticles/ccrp_0805_high_performance_...
Material = 4340
Rod Pins = 2.100"
Bob Weight =1,743 g
Bob weight is the rotating weight of the piston,pin,locks,rings,and rods.
Note: Typical Chevy 350 bob-weights are in the 1,910-1,930 gram range,and a typical bob-weight for a 6" rod 383 SBC is around 1800 grams.
Bearing clearance link:
www.carcraft.com/techarticles/ccrp_0805_high_performance_...
Engine Balancing and crankshaft info:
www.carcraft.com/howto/ccrp_0803_engine_balancing/index.html
Crankshaft Developments:
www.circletrack.com/drivetraintech/ctrp_0410_crankshaft_d...
Crankshaft Talk from the Experts:
www.chevyhiperformance.com/tech/engines_drivetrain/shortb...
Crankshaft Tech:
www.popularhotrodding.com/tech/0710phr_crankshaft_tech/in...
This is a link to a SBC 401cu.in. build from a .060"over "stroker" 350 block,4.060" bore,3.875" stroke,I thought it was interesting to see what the longer stroke did to the torque curve compared to other builds with about the same cubic inch.and was thinking about a longer stroke for my own build,but decided against it to keep the rod/stroke ratio a little higher and relieve some cylinder wall thrust.
airflowresearch.com/articles/article031/A-P1.htm
SBC 408cu.in. from a 350 block.4.000" stroke
www.popularhotrodding.com/tech/0805phr_408_cubic_inches_w...
SBC 408cu.in. from a .040" over 400 block.3.750" stroke
airflowresearch.com/articles/article045/A-P2.htm
SBC 412cu.in. 4.155"bore, 3.800" stroke
www.superchevy.com/technical/engines_drivetrain/completeb...
SBC 420cu.in. 4.155"bore 3.875" stroke
www.carcraft.com/techarticles/ccrp_0406_chevy_brutus_smal...
SBC 450cu.in from a Dart block,with the same 215 heads I used.
www.hotrod.com/techarticles/engine/113_0312_dart_450ci_sm...
Rod/Stroke Ratio,and Bore/Stroke of Common Engines:
Mopar 340----1.85R/S............ Bore=4.040"......Stroke=3.310"
Mopar 360----1.71R/S.............Bore=4.000"......Stroke=3.580"
Mopar 383----1.88R/S.............Bore=4.250"......Stroke=3.375"
Mopar 426Hemi---1.83R/S....Bore=4.250"......Stroke=3.750" {same stroke as SBC400}
www.carcraft.com/techfaq/ccrp_0809_building_hemi_for_less...
www.moparmusclemagazine.com/techarticles/37345_favorite_e...
SBC 302----1.90R/S................Bore=4.000"......Stroke=3.000"
SBC 305----1.64R/S................Bore=3.736"......Stroke=3.480"
SBC 307----1.75R/S................Bore=3.875"......Stroke=3.250"
www.superchevy.com/technical/engines_drivetrain/completeb...
SBC 327----1.75R/S................Bore=4.000"......Stroke=3.250"
SBC 350----1.64R/S................Bore=4.000"......Stroke=3.480"
www.carcraft.com/techarticles/116_0108_chevy_350_crate_en...
SBC 383/6"rod---1.60R/S.......Bore=4.030"......Stroke=3.750"{same stroke as SBC400}
www.hotrod.com/projectbuild/hrdp_0609_500hp_small_block_c...
"Stock" SBC 400---1.48R/S....Bore=4.125"......Stroke=3.750"{POOR R/S Ratio}
SBC406/ 6"rod---1.60R/S.......Bore=4.155"......Stroke=3.750"{The combo I used,internal ballance}
BB Chevy 427----1.63R/S.......Bore=4.251"......Stroke=3.760"{Ideal for Corvette,"My opinion"}
carcraft.automotive.com/115830/ccrp-0910-chevy-l88-427-en...
BBC 454----1.53R/S................Bore=4.251"......Stroke=4.000"{external ballance}
Ford 302----1.70R/S................Bore=4.000"......Stroke=3.000"
Ford 460----1.72R/S................Bore=4.360"......Stroke=3.850"
Buick 455----1.69R/S..............Bore=4.3125"....Stroke=3.900"
Olds 455----1.58R/S...............Bore=4.125".......Stroke=4.250"{same bore as SBC400}
www.popularhotrodding.com/tech/1006phr_1965_oldsmobile_cu...
www.carcraft.com/techarticles/116_0010_455ci_engines/inde...
www.popularhotrodding.com/tech/0302phr_oldsmobile_455ci_e...
Pontiac 455--1.57R/S.............Bore=4.150".......Stroke=4.210"
www.carcraft.com/techarticles/ccrp_0408_500_hp_street_her...
www.carcraft.com/techarticles/ccrp_0706_v8_engine_perform...
General guidelines is that a R/S ratio of 1.55 or higher is needed to reduce side thrust of the piston and reduce friction,this becomes more critical above 5500 RPM.
Rod Length Article:
www.stahlheaders.com/Lit_Rod Length.htm
Various SBC Engine Builds:
SBC406 Vortec heads and AFR 180 Comparison with 9.5:1 CR:
www.popularhotrodding.com/enginemasters/articles/hardcore...
A comparison of two 500hp SBC street engines 355 cu.in.and 406 cu.in.:
airflowresearch.com/articles/article096/A-P1.htm
9.8:1 CR 515hp Dart 406:
www.chevyhiperformance.com/techarticles/90719_dart_215cc_...
Stroker Soup:
www.superchevy.com/technical/engines_drivetrain/completeb...
400 Block-381ci. 680hp 12.2:1 CR:
www.hotrod.com/techarticles/engine/0304_chevy_400_block_3...
SBC 406ci. 11.1:1 CR 583hp:
www.chevyhiperformance.com/tech/engines_drivetrain/comple...
Beehive spring upgrade:
www.chevyhiperformance.com/tech/engines_drivetrain/shortb...
10.4 comp. 383 SBC with Dart 215 heads:
www.chevyhiperformance.com/techarticles/0304_beck_racing_...
Dart 440 SBC 10:1 comp. with Dart 215 heads:
www.dragzine.com/tech-stories/engine/dart-builds-the-ulti...
Video of a 406 SBC from Nelson Racing Engines.New EFI Hilborn 8 Stack.Very Cool induction system,and Responsive!!!!!! :
An interesting set of photographers with similar grand styles and a somewhat common theme. I managed to find the subjects I wanted for the assignment but did not have any opportunity for higher vantage points. Instead I opted for a closer view that spanned the entire frame in an effort to follow a few of the examples by Burtynsky. I also integrated the order and repeating pattern of Gursky. So in essence I blended their styles to get my product.
I also used this assignment to show my young daughters what grand things humans can make and what the cost is beyond money. Perhaps a bit like showing someone how a yummy sausage is made.
View on black
Jose Rojas, North American Division Volunteer Ministries director, visits with audience members following a Check Him Out program.
Former Anchor Hocking building in Clarksburg, WV. See the attached photo of what it used to look like.
Norwood Farms owners and producers Don and son Grant Norwood implement crop rotation and residue management to reduce erosion leading to improved land use and crop production; they practice no-till farming on nearly every acre in the operation, in Henry County, TN, on Sept 18, 2019. U.S. Department of Agriculture (USDA) Farm Production and Conservation (FPAC) Natural Resources Conservation Service (NRCS) and Norwood Farm showcases the building blocks of conservation with conservation crop rotation on the entire Norwood operation. The crops are rotated between corn, wheat, soybeans and in some cases, corn cover crops and soybeans cover crops. The practices are implemented to reduced erosion sediment in surface water and are leading to improved land use and crop production.
Conservation Crop Rotation (Practice Code 328) is a management practices where growing a planned sequence of various crops takes place on the same piece of land for a variety of conservation purposes. Crops included in conservation crop rotation include high-residue producing crops such as corn or wheat in rotation with low-residue- producing crops such as soybeans. Crop rotations vary with soil type, crops produced, farming operations, and how the crop residue is managed. The most effective crops for soil improvement is fibrous-rooted high-residue producing crops such as grass and small grain.
Residue and Tillage Management (Practice Code 329)
Residue and Tillage management is managing the amount, orientation and distribution of crop and other plant residue on the soil surface throughout the year. For our area, we are utilizing reduced tillage and no-till.
Residue and Tillage Management should be used on all cropland fields, especially where excess sheet and rill erosion are a problem. Residue and tillage management is most effective when used with other conservation practices like grassed waterways, contouring, field borders, etc.
NRCS has a proud history of supporting America’s farmers, ranchers, and forest landowners. For more than 80 years, we have helped people make investments in their operations and local communities to keep working lands working, boost rural economies, increase the competitiveness of American agriculture, and improve the quality of our air, water, soil, and habitat.
As the USDA’s primary private lands conservation agency, we generate, manage, and share the data, technology, and standards that enable partners and policymakers to make decisions informed by objective, reliable science.
And through one-on-one, personalized advice, we work voluntarily with producers and communities to find the best solutions to meet their unique conservation and business goals. By doing so, we help ensure the health of our natural resources and the long-term sustainability of American agriculture.
Farm Production and Conservation (FPAC) is the Department’s focal point for the nation’s farmers and ranchers and other stewards of private agricultural lands and non-industrial private forest lands. FPAC agencies implement programs designed to mitigate the significant risks of farming through crop insurance services, conservation programs, and technical assistance, and commodity, lending, and disaster programs.
The agencies and services supporting FPAC are Farm Service Agency (FSA), NRCS, and Risk Management Agency (RMA).
For more information please see www.usda.gov
USDA Photo by Lance Cheung.
Coldwater Lake was formed when debris from the eruption blocked Coldwater Creek, forming a natural dam.
On May 18, 1980 Mount St. Helens, located in Southwest Washington State, erupted. Fifty seven people were killed, the debris field covered 230 square miles, and the plume of ash reached as far as Edmonton, Alberta. A large crater reduced the height of the mountain by 1300 feet. Today Mount St. Helens is a National Monument administered by the US Forest Service.
I dropped off our recycling today and grabbed this shot.
One man's trash is another's treasure. Make a photo of something discarded or abandoned today.
Red Umbrella March for Sex Work Solidarity
Saturday, June 11, 2016
Vancouver, BC, Canada
Sex workers, allies, family and friends stand together
The red umbrella is the symbol of the global sex workers’ rights movement. The Red Umbrella March is part of a national day of action, with similar events taking place in cities across Canada.
In Vancouver it began at 2:30 p.m. on June 11 with a rally at the Vancouver Art Gallery (Robson Street plaza), followed by a march starting at 3 p.m. The march travelled through Vancouver’s Downtown Eastside to CRAB Park.
Protest chants included:
Freedom to associate is our right!
Get your laws off my body!
Sex workers rights are human rights!
My body, my business, my choice!
Remember Bedford!
No bad whores, only bad laws!
Sex worker rights now!
I support sex workers' rights
A Blow Job is Better than No Job.
This year’s focus was “Freedom to Associate is Our Right!”
The Freedom to Associate is a right granted to all citizens by our Charter of Rights & Freedoms. Canada’s new anti-prostitution laws violate sex workers’ freedom even to the point that standing in the street together is illegal if it encourages buying sex.
Marching together shows Canadians that when sex workers’ freedom to associate is infringed upon, it is a concern for all Canadians. It forces them to work alone and unsafe, they’re alienated, their families are torn apart.
When the Protection of Communities and Exploited Persons Act became law in 2014, purchasing sexual services became a crime for the first time in Canada. Advocates for this, the “Nordic model,” believe it is the way to keep sex workers safe from violence and exploitation.
In the eyes of anti-sex work activists, “shaming the Johns” is a legitimate way to reduce the overall amount of street prostitution (estimated to comprise not more than 15 percent of all sexual services offered in Canada). But “John shaming” impacts sex workers themselves. Making what they do illegal only forces them to do it in riskier circumstances. For instance, street-based sex workers face longer hours, thanks to a temporary decline in clients. They may be more willing to take clients they would otherwise screen out, particularly when they’re under greater pressure to avoid police detection. And clients may be less likely to seek relevant health care. The Vancouver Police Department say they don’t consider sex between consenting adults an enforcement priority, claiming to only intervene in situations where there are reports of violence, exploitation, or involvement of youth or gangs.
But there’s no real difference between banning providing sexual services and banning paying for them. As long as the act of engaging in sex for money is illegal, sex workers will not see the police as allies in the moments that they really need them.
From the early 1990s to 2002, more than 70 women disappeared from Vancouver’s Downtown Eastside, most of them sex workers and all of them poor. Criminalization only served to push these women away from police and from the rest of society; it never made them safer. Robert Pickton admitted to an undercover police officer that he killed 49 women after he was arrested in 2002. He was convicted of the second-degree murders of six women and sentenced to life in prison with no chance of parole for 25 years. Former Vancouver Police Chief Jim Chu has repeatedly apologized for his force’s failure to stop Pickton’s killing spree. Lawsuits claimed police, including individual RCMP officers, and the Crown failed to warn women on the Downtown Eastside that a serial killer may have been responsible for women disappearing, and was wrong for not putting Pickton on trial for attempted murder following an attack on a sex worker in 1997.
The Red Umbrella March for Sex Work Solidarity was co-organized by: Triple-X Workers’
Solidarity Association of B.C., Downtown Eastside Sex Workers United Against Violence (SWUAV), Pivot Legal Society, PACE Society, B.C. Coalition of Experiential Communities, FIRST: Feminists Advocating for the Decriminalization of Sex Work, SWAN Society Vancouver.
Professional and Junior Lifeguards from 64 USLA chapters around the country, ranging in age from 9 to 75 and even one association competitor at 83, competed in water and beach course events that challenged their lifesaving skills with a range of events from surf swims to beach runs; paddleboards to surf boats. A few of the highlights include the Landline Rescue Relay, Ironman and Ironwoman events, Beach Flags and the 4×100 relay, a shuttle-run-style competition that is called “the fastest event on sand.”
The United States Lifesaving Association is America’s nonprofit professional association of beach lifeguards and open water rescuers. USLA works to reduce the incidence of death and injury in the aquatic environment through public education, national lifeguard standards, training programs, promotion of high levels of lifeguard readiness, and other means. Lifeguard competition in the U.S. owes its heritage to the Surf Lifesaving competitions in Australia. The first National Lifeguard Competition under the USLA banner was held in San Diego in August of 1980, bringing members of the various chapters from around the nation to compete. There are now more than 100 chapters of USLA, each affiliated with local lifesaving services and beach patrols, and composed of employees of these organizations. For more information, please visit www.uslanationals.org.
Photographs by Craig McClure
15042
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ALL Rights reserved by City of Virginia Beach.
Contact photo[at]vbgov.com for permission to use. Commercial use not allowed.
Australian government has announced to cut country’s greenhouse gas emissions by 26 to 28 % of 2005 levels by 2030 as part of negotiations on a global climate deal.Prime Minister Tony Abbott led government will submit its target to the United Nations Framework Convention on Climate C... www.sharegk.com/curent-affairs/latest/australia-unveils-p...
#gk #EntranceExam #OnlineTest #Aptitude
Beaverhead Rock State Park near P&J Ranches where Producer Steve Burke (black baseball cap) and other landowners use water from the Ruby Reservoir at the base of the Ruby Mountains where water flows along the West Bench Canal, just above the mountain base, above the farmlands; along the way, improved U.S. Department of Agriculture (USDA) funded control valves allow water through debris grates and additional (self-cleaning) rotating cylindrical algae filter screens before entering inlets to funded Irrigation Water Management systems and into the (gravity-flow) Irrigation Pipeline that supplies five center-pivot and one wheel-line Sprinkler System without the use of pumps in Sheridan, MT, on August 28, 2019. The elevation drop from the canal to the sprinklers provides the needed water pressure to efficiently spray water out of the hanging sprinkler nozzles and the gun sprinklers with a rocker-arm drive. This improved water availability, reduced irrigation labor, reduced runoff and erosion, reduced water use, increased yield, cut costs.
Mr. Burke worked with Natural Resources Conservation Service (NRCS) District Conservationist John Wagoner (tan baseball cap and sunglasses) and NRCS Soil Conservation Technician Clayton Marxer (straw cowboy hat).
The irrigation sprinklers systems are fully controlled and monitored from his smartphone connected to the local rural broadband network.
To check the soil health, Mr. Burke uses a hand auger to drill into the soil and pull out samples from his crops.
At this time, he is busy operating a combine to harvest the wheat from the fields. Then his son Steve Burke, Jr., uses stacker equipment to collect the big straw bales quickly.
USDA Photo by Lance Cheung.
Irrigation System Sprinkler System (Practice Code 442) is an irrigation system in which all necessary equipment and facilities are installed for efficiently applying water by means of nozzles operated under pressure. for more information, please see nrcs.usda.gov/Internet/FSE_DOCUMENTS/stelprdb1046885.pdf
Irrigation Pipeline (Practice Code 430) is an irrigation pipeline and its appurtenances that are installed as part of an irrigation system to convey water for storage or application. For more information, please see nrcs.usda.gov/wps/portal/nrcs/detail/national/water/?cid=nrcs144p2_027153
Irrigation Water Management (Practice Code 449) Irrigation water management is the process of determining and controlling the volume, frequency, and application rate of irrigation water in a planned, efficient manner. For more information, please nrcs.usda.gov/wps/portal/nrcs/detail/ny/technical/cp/?cid=nrcs144p2_027155
For more information, please see:
Conservation Practices - usda.gov/wps/portal/nrcs/detailfull/national/technical/cp/ncps/?cid=nrcs143_026849
NRCS – NRCS - nrcs.usda.gov/wps/portal/nrcs/site/national/home/
FPAC - Farm Production and Conservation - usda.gov/our-agency/about-usda/mission-areas
USDA - USDA.gov