Shooten with a Hasselblad 500c on Shanghai GP3 film. Developed in Agfa Refinal

Catania

The Evo 3 (by DR Motor) is a rebadged JAC Refine S2, which was sold in some European markets with electric drivetrain as the JAC iEV7s or eS2.

Historic 365-foot-high smelter smokestack near Salida, Colorado.

(BTW, the sky was really there, only enhanced with HDR.)

The following information is from the Colorado Historical Society:

Harvesting Historical Riches

Power Station Rehab Recharges Interest in Salida’s Past

Originally published in Colorado History NOW, March 2005

The town of Salida calls itself the “Heart of the Rockies” for good reason. Surrounded by fourteen-thousand-foot peaks, it draws visitors from the region’s extremities, infuses their souls with natural beauty, and pumps them back home along the major arterial roads, fortified and happy. Recreational activities—including whitewater rafting and fishing on the Arkansas River, hiking or climbing in the Collegiate Peaks, and skiing or snowboarding at Monarch—attract most of the people, but cultural events and the historic district pull their fair share as well. In fact, folks with their fingers on the local pulse know that Salida’s economic health owes as much to its arts scene and historical buildings as it does to postcard-perfect vistas.

It is ironic that Salida—a place known for its crisp, clean air and proximity to alpine wilderness—should focus its attention on the preservation of its industrial buildings and structures. And yet, the town’s fondness for saving architectural eyesores reflects not only an astute preservation ethic, but also an awareness of the need to save all of the significant reminders of our past and not just cute or aesthetically pleasing landmarks. Two historic resources in particular, the Salida Smelter Smokestack and the Salida Steam Plant, exemplify the town’s all-encompassing preservation program.

The extended battle to save the 365-foot-high smokestack may have paved the way for the steam plant’s more recent rehabilitation. Situated on the Denver & Rio Grande Western line and along the Arkansas River between upstream mining districts and down-river manufacturing centers like Cañon City and Pueblo, Salida was a perfect place to run a smelting operation. The railroad and river also attracted farmers and ranchers who wanted to capitalize on the valley’s unique climate. Sheltered by mountain ranges on three sides, Salida enjoys relatively mild weather in comparison to other high-country towns. Of course, the industrial and agricultural interests were bound to clash.

The Ohio and Colorado Smelting and Refining Company built the oversized chimney in response to complaints by local farmers and ranchers who claimed that cyanide-laden fumes emanating from shorter smokestacks harmed crops and animals. After a while, one local rancher got tired of lodging complaints and just submitted a bill every time one of his cows died. The company reimbursed him so handsomely that he “considered killing all of his animals on a regular basis.”

Bad jokes aside, both the smelting company and the local population understood that the air pollution represented a serious threat to public health. Anticipating lawsuits, the company decided to build a smokestack that would be so high that it would effectively remove the toxic effluvium from local airspace.

The resulting construction, a brick behemoth that outreaches Denver’s Daniels and Fisher Tower by thirty-five feet, only operated for twenty-nine months. The Ohio and Colorado Smelting and Refining Company went out of business in 1920 and subsequent owners of its property sold the operation for scrap. But vocal preservationists fought to save the tower as a monument to the Salida area’s industrial past.

The Colorado Historical Society announced the smokestack’s listing in the National Register of Historic Places in January 1976. Coinciding with Colorado’s centennial anniversary, the announcement came at a time of increasing respect for the state’s heritage. Four years later, Salida celebrated its own centennial and the local newspaper jumped on the preservation bandwagon by calling on citizens to revitalize their downtown by preserving buildings with historic significance.

Salida’s early commitment to historic preservation paid off. When a nonprofit arts organization decided to rehabilitate the town’s electrical generating plant as a theatre and conference center, local businesses, the chamber of commerce, wilderness groups, and schools lined up in support. Between 1993 and 2003, the State Historical Fund awarded the City of Salida and the Steam Plant Board of Directors $264,000 in four separate grants. The latest grant enabled the Board to rehabilitate the Steam Plant’s “Pigeon Room,” a large space once used for boilers, furnaces, and coal storage. Speaking for the city in 2002, Ron Stowell said that “The completed project will enhance the city’s whole cultural and economic outlook.”

It has. The long-abandoned Pigeon Room now serves up to 250 guests at a time, while the rest of the building continues to be used as a community theatre. Once an outmoded eyesore, the Steam Plant generates energy of a different sort by recharging the town’s interest in the arts and the beauty of historic places. And if you visit, don’t be surprised if you see a little grime on the walls. Be assured that it was left there intentionally as an authentic reminder of Salida’s industrial past.

BY BEN FOGELBERG, Editor

The following is an account of Lake Hart published in 1947 -

Although for long it has been deserted, Lake Hart, on the lonely mulga plains, has Australia's Prize Salt Deposit.

Standing beside the transcontinental railway, 137 miles [219 kilometres] from Port Augusta, is a 7,000 tons dump of the best quality salt in Australia. Behind it, stretching far northwards, is Lake Hart, the place from which the salt was taken.

In 1931 this was the scene of a thriving industry. Today, it is forgotten in its isolation amid the mulga plains of the north-west. Lake Hart's importance as a salt deposit first became manifest in 1918 when surveyors investigated its entire area. They estimated the yield as three million tons, and defined the lake's area as 61 square miles.

Following these observations, the Sydney firm which owned the deposit - the Commonwealth Salt Refining Company - began preliminary operations with a few men.

Small quantities of salt were harvested and bagged for testing purposes. At this stage no refining plant had been installed, and the salt was sent to Adelaide for refining. The finished product proved so successful that the CSRC immediately launched large-scale operations. They installed a refining plant, and employed more than 50 men. The employees camped at the site and depended for their stores on the Commonwealth Railway's weekly food train.

Salt was harvested by day and refined continuously by shift workers.

Harvesting methods then were slow and cumbersome compared with present day methods. Sweepers first swept the water forward to the elevated catchment pens, each of which was 300 ft long by 150 ft wide.

When the salt had been deposited on the floor, the water was allowed to flow back into the lake, leaving the salt banked in and around the pens. The salt was then swept up and loaded into carrying carts, which were towed to the nearby refining plant.

Driving power for the plant was supplied by a gas producer engine. At first a Crossley type of 35 hp was used, but as production accelerated, a large Hornsby engine of 50 hp was added. These two engines may still be seen among the skeleton plant which remains at the lake.

The first phase of the salt's refining began when it entered the crushers. For Lake Hart salt, this was a very thorough process, due to the crude product's unusual hardness.

From the crushers it was carried into the washing troughs. Here it was scoured free of all foreign matter and, after a series of swillings was passed into the dehydrator.

When this machine had evaporated all water from the now whitened grain, the salt entered its final process - the drying oven.

This machine dried out all moisture and at the same time killed any remaining germ life, before discharging the finished product.

Such refineries were, of course, greatly inferior to present day establishments, such as those on Yorke Peninsula. Here, the sea water itself passes through several evaporation condensers before the salt is extricated for a complicated refining. But with Lake Hart's pure quality salt extensive refining was not necessary.

Few facilities existed to enable workers to negotiate the obstacles of outback industrial settlement. One employee crossed the lake in a flat-bottomed boat to ascertain the salt content on the opposite shore. He sailed across, but had to row 15 miles on the return trip. Today, people of the north-west give him the honour of being Lake Hart's conqueror.

Extreme difficulty was experienced from the late summer downpours which are prevalent in this area. During these storms the lake often became flooded, rendering harvesting impossible. However, the company had prepared for such emergencies. Huge reserve dumps had been heaped in readiness, and refining was not hampered.

For several years Lake Hart yielded 9,000 tons annually. Most of the salt was shipped to Sydney, where it was distributed for edible and industrial uses.

Commercial users throughout Australia were elated with the quality. Housewives discovered that, in actual saltiness, the Lake Hart product was twice as strong as any other.

The biggest asset that the salt had was its freedom from gypsum. This was, and still is, a very rare credential. All other main Australian sources are handicapped by gypsum content, which not only reduces quality, but enforces excessive work and cost during the refining process.

In 1921 the company amalgamated with the Australian Salt Company. The firm experienced great difficulties in obtaining water for refining purposes, its only supplies coming from occasional supply trains. Further, the isolated position created problems in the delivery of the refined product. These difficulties were the chief reasons for the cessation of harvesting in 1931.

Yorke Peninsula refineries were supplying more than enough salt for the State's use, and, although the quality was greatly inferior to that of Lake Hart, it was considered unpayable to continue work on the lake. To Australia, its closing meant a decrease in the quality of salt in use: but the quantity remains plentiful.

Salt is in enormous surplus, not only in Australia, but throughout the world. Our own refinery at Price on Yorke Peninsula, for instance, can supply enough salt in six months to last South Australia for five years.

Ever since closing the Lake Hart plant, the Australian Salt Company has employed a caretaker on the premises. The present caretaker has held his lonely job for seven years. His duties are simple. He records the rise and fall of the lake, and is responsible for the maintenance of the depleted plant.

Much of the plant was removed soon after the work ceased, but the catchment pens, crushers and engines remain in readiness for a reopening of the industry.

Last year it was intended to restart the enterprise, but fate ruled otherwise. Heavy rain swelled the lake to such an extent that plans had to be temporarily abandoned.

There is little opportunity for anyone to see Lake Hart. Train tourists can, but as both the East and West bound expresses pass this locality during the night, few see what is Australia's prize salt deposit.

Ref: Advertiser (Adelaide) 6-9-1947 Article by W J Watkins

Tour de Suisse par l'Extérieur

Murano glass is glass made on the Venetian island of Murano, which has specialized in fancy glasswares for centuries. Murano’s glassmakers led Europe for centuries, developing or refining many technologies including crystalline glass, enamelled glass (smalto), glass with threads of gold (aventurine), multicoloured glass (millefiori), milk glass (lattimo), and imitation gemstones made of glass. Today, the artisans of Murano are still employing these centuries-old techniques, crafting everything from contemporary art glass and glass figurines to Murano glass chandeliers and wine stoppers, as well as tourist souvenirs.

Today, Murano is home to a vast number of factories and a few individual artists' studios making all manner of glass objects from mass marketed stemware to original sculpture. The Museo del Vetro (Glass Museum) in the Palazzo Giustinian houses displays on the history of glassmaking as well as glass samples ranging from Egyptian times through the present day.[1]

Almost anywhere you go in Italy you can find Murano glass, especially in Venice.

History[edit]

A Murano glassworker adds colour to his creation

Making the glass malleable

Making a Glass Horse

Located 1.5 kilometers from the main city Venice, Italy, Murano has been a commercial port since as far back as the 7th century. It is believed that glassmaking in Murano originated in 8th-century Rome, with significant Asian and Muslim influences, as Venice was a major trading port. Murano glass is similar to the 1st-century BC Greek glasses found then shipwreck of Antikythera. Murano’s reputation as a center for glassmaking was born when the Venetian Republic, fearing fire and destruction of the city’s mostly wooden buildings, ordered glassmakers to move their foundries to Murano in 1291. Murano glass is the largest proportion of Venetian glass.

Murano's glasssmakers were soon the island’s most prominent citizens. By the 14th century, glassmakers were allowed to wear swords, enjoyed immunity from prosecution by the Venetian state, and their daughters permitted to marry into Venice’s most affluent families. Marriage between glass master and the daughter of the nobleman wasn't regarded as misalliance. However glassmakers were not allowed to leave the Republic. Exportation of professional secret was punished by death. Many craftsmen took this risk and set up glass furnaces in surrounding cities and as far afield as England and the Netherlands. By the end of the 16th century, three thousand of Murano island's seven thousand inhabitants were involved in some way in the glassmaking industry. French revolutionary armies occupied Murano in 1797.

Murano glass was produced in great quantities in the 1950s and 1960s for export and for tourists

en.wikipedia.org/wiki/Murano_glass

Refining my technique.

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Product : @jts_id

Model : @handrikonaftali

This is version 5 or 6 (I lost count) I tried to emulate the proportions of "bignicle" frame. I think it looks okay, it definitely need some more refining.

Today I focused on refining the panelling I glued up yesterday, machining a prototype drogue, and improving the form-tool for the RCS thrusters.

The angle on the drogue prototype is wrong, I need to do some more research to work out what angle it should be. I think I bored it out at 35°.

For the RCS thruster tools I ground a stub length drill with the appropriate angle which is dedicated to boring out the tiny thrusters. They're extremely fiddly to machine, as they tend to snap off the stock before I've reached the final dimension. I will obviously fine tune the process, as I need to be able to make hundreds...

I've spent some more time refining my Road Standard Ideas. I'm pretty happy with the way it's turned out. The adition of drains, fire hydratnt's etc. helps bring more life to the idea. The use of 2x brick spacers laid sideways under the Cafe Corner style buildings work great as well. Now that I've got the basic street section ironed out I need to work on crossings, intersections, and curves.

I've been creating instructions for these for those interested. The can be found here

The future Ice Cream shop in the photo is a model being built by fellow PennLUG member Brian Brister

Commonwealth Oil Refining Company, Inc. (CORCO) was an oil refinery established in the towns of Peñuelas and Guayanilla in Puerto Rico in the middle of the 20th century. The project started as part of Operation Bootstrap with the first unit being constructed in 1954. The company started operations in 1955 and was finally incorporated on May 19, 1963. Corco represented an investment of $25 million and had the capacity to refine 23,500 barrels (3,740 m3) of oil daily. Hugo David Storer Tavarez was one of the men in charge of the CORCO being established in Puerto Rico.

The refinery is located in an 800-acre (3.2 km2) site, and consists of numerous storage tanks and waste treatment units typical of petroleum refineries. CORCO has been inactive since 1982, and now functions as a terminal for the marine transportation and land-based storage of crude oil and petroleum products.

After the refinery ceased operations, an entity called Desarrollo Integral del Sur (South Integral Development) began developing a long-term plan for the reuse of the terrains and properties.

While naval doctrine has never evolved in a vacuum, the simmering conflict between the first and second Accord Wars provided an ideal opportunity for both the Empire and Accord to refine and test their doctrines in relatively low-risk engagements. The extended time period also allowed for numerous ship classes to be requested, designed, procured, and deployed on both sides, often specifically to counter a new strategy, tactic, or element of naval hardware.

Given the smaller size of the Accord Republican Navy, it was unsurprising that they adopted strategies relying heavily on fast carrier strike packages that could conduct attacks on relatively poorly defended Imperial assets, despite the Accord carriers often being little more than converted freighters. After a time, more and more Imperial picket corvettes and frigates were produced and utilized, massively increasing Accord losses and protecting Imperial interests at a relatively affordable price. At the same time, the constant reconnaissance struggle continued to escalate as well; the standard sensor drone swarms augmented by heavy strike fighters and even modified corvettes, deployed to both protect the sensor drones and also to intercept hostile scouts. The Assault Reconnaissance Corvette was conceived as an attempt by the Accord to solve both of these problems, though the eventual proliferation of Accord heavy fleets saw the Empire adopt its own variants.

The ARN-27 was not the first Assault Reconnaissance Corvette deployed by the Accord, but it was the first designed specifically for the purpose, learning lessons from previous conversions that had not filled the role as well as had been hoped. At the core of its mission brief was to locate the hostile fleet, destroy hostile anti-recon forces, and then destroy hostile picket forces. While the first two tasks could be performed relatively well by most corvettes or frigates, the latter task had proven far more difficult. Generally, any ship large enough to engage a hostile picket frigate was also going to be vulnerable to the capital grade weapons from the fleet that the picket frigate was protecting. Combat experience showed that even a corvette needed to be relatively fast and agile to be immune to capital grade weapons, leaving naval designers with precious few options.

Among the five bids placed on the contract, only Eclipse Industries and Siugniedrev Industrial Works designs made it past initial testing. While the SIW design was in effect a very large stealth bomber, and would go on to see further development in another program, the EI design utilized four mass plasma drivers in a mostly fixed configuration. Even most frigates did not mount weapons of such size, and the extensive cooling arrays and power generation required for the weapons made the ARN-27 more expensive than most other options. However, due to the relatively few hulls required and the economic boom in the Accord at the time, the higher cost was deemed a worthwhile investment.

Initial development, like with any military project, was not without teething issues. During high stress atmospheric maneuvers, the weight of the plasma drivers caused warping in the cooling arrays they were mounted on, leading to further strengthening. The lower sensor arrays were removed to add four light missile tubes for better defense against light craft and missiles when it was determined that the four twin laser turrets were not sufficient. The largest change was to the top of the hull however, where both an external access airlock and an enlarged deployable sensor dish was added. Given the crew capacity of six and the provision of both a cargo hold and full living quarters aboard the vessel for extended recon operations, the inability to dock outside of a hangar bay was deemed unacceptable by operational commanders. Other features, such as the enlarged rear comms array were present from the start, specifically designed to provide a datalink back to the fleet in the face of heavy hostile jamming.

Though undeniably effective against Imperial forces when it was first deployed, the same economic boom that allowed such an expensive and specialized corvette to be developed was also the ultimate reason it was sidelined. The increased military budget of the Accord saw proper battleline ships built and deployed, first battlecruisers to escort the carriers then proper battleships, making the role of punching through pickets far less important than it had been previously. Still, as one of the largest ships to have the commander and pilot be the same person and a combat profile much more akin to a giant heavy fighter than a traditional corvette, it remains a popular posting for certain officers among the Accord.

Manufacturer: Eclipse Industries

Crew: 6 - 1 Pilot/Commander, 1 Weapons Officer, 1 Communications/Sensors Officer, 2 Engineering Officers, 1 Marine.

Length: 89 meters

Maximum Speed: 1185 m/s

FTL Capability: 14335 AU/h

Engines: 4x FierthXP-3000 Ion Drives

Armament: 4x License Built SIW FlameSpike Mass Plasma Drivers, 4x twin GS Gneiss Laser Cannons in turrets, 4x various Accord missile systems depending on mission profile.

Made for my Graviton setting.

Designers Note: I worked on this one off and on for over a year and it is the largest design I have done yet. It was supposed to be something I could afford to build out of physical bricks, but I clearly got carried away.

Sugar refining began in Greenock in 1765. John Walker began a sugar refinery in Greenock in 1850 followed by the prominent local cooper and shipowner Abram Lyle who, with four partners, purchased the Glebe Sugar Refinery in 1865

Bismarck/Mandan, ND

A JAC Refine M3 photographed at the Auto China 2014 in Beijing, Beijing municipality, China.

Industrial, industrious, industry

OLYMPUS DIGITAL CAMERA

www.seraphimsl.com/?p=150763

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295/366: Refining Rains

Yesterday morning we had some substantial refining rains. It poured, large noisy raindrops… raindrops you could hear bouncing off the neighborhood rooftops. A cleansing, refining rain.. the kind that feels so good because it had been so long since the last purge. The creeks filled, the water holes came to life and the animals thanked a God and I ventured out to Stone Creek Park in Flower Mound. I had never seen the creek running so fast, so swiftly and so powerfully… it was a wonder to photography… the water appears like fog when using a long exposure technique because of the vast power and authority, it was a dynamic site to see.

Photo taken with my Nikon D810 and Lee Filters CP and Big Stopper for an exposure time of 106 seconds at f/8, ISO 100 – 14mm.

© Cathy Neth

Portfolio | thedook.com |

365 Photo Project | thedook.com/365 |

Follow me on Facebook | www.facebook.com/cnethphotography |

A JAC Refine S7 photographed at a JAC dealer in Zhengzhou, Henan province, China.

This Refine S7 is the largest SUV in the JAC range.

Available in 5 or 7 seats version.

Powered by a 1.5 Turbo 174hp gas engine.

Sold for 99.800 to 168.800 RMB (about €12.800-21.600 or US $14.900-25.200).

It was launched in June 2017.

If sales were quite good in 2017 (14.539 units in 7 months), the 1st half-year 2018 wasn't : only 2.938 units.

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:

No reconnaissance aircraft in history has operated globally in more hostile airspace or with such complete impunity than the SR-71, the world's fastest jet-propelled aircraft. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War.

This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging 3,418 kilometers (2,124 miles) per hour. At the flight's conclusion, they landed at Washington-Dulles International Airport and turned the airplane over to the Smithsonian.

Transferred from the United States Air Force.

Manufacturer:

Lockheed Aircraft Corporation

Designer:

Clarence L. "Kelly" Johnson

Date:

1964

Country of Origin:

United States of America

Dimensions:

Overall: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (5.638m x 16.942m x 32.741m, 77110.8kg)

Other: 18ft 5 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)

Materials:

Titanium

Physical Description:

Twin-engine, two-seat, supersonic strategic reconnaissance aircraft; airframe constructed largley of titanium and its alloys; vertical tail fins are constructed of a composite (laminated plastic-type material) to reduce radar cross-section; Pratt and Whitney J58 (JT11D-20B) turbojet engines feature large inlet shock cones.

Long Description:

No reconnaissance aircraft in history has operated in more hostile airspace or with such complete impunity than the SR-71 Blackbird. It is the fastest aircraft propelled by air-breathing engines. The Blackbird's performance and operational achievements placed it at the pinnacle of aviation technology developments during the Cold War. The airplane was conceived when tensions with communist Eastern Europe reached levels approaching a full-blown crisis in the mid-1950s. U.S. military commanders desperately needed accurate assessments of Soviet worldwide military deployments, particularly near the Iron Curtain. Lockheed Aircraft Corporation's subsonic U-2 (see NASM collection) reconnaissance aircraft was an able platform but the U. S. Air Force recognized that this relatively slow aircraft was already vulnerable to Soviet interceptors. They also understood that the rapid development of surface-to-air missile systems could put U-2 pilots at grave risk. The danger proved reality when a U-2 was shot down by a surface to air missile over the Soviet Union in 1960.

Lockheed's first proposal for a new high speed, high altitude, reconnaissance aircraft, to be capable of avoiding interceptors and missiles, centered on a design propelled by liquid hydrogen. This proved to be impracticable because of considerable fuel consumption. Lockheed then reconfigured the design for conventional fuels. This was feasible and the Central Intelligence Agency (CIA), already flying the Lockheed U-2, issued a production contract for an aircraft designated the A-12. Lockheed's clandestine 'Skunk Works' division (headed by the gifted design engineer Clarence L. "Kelly" Johnson) designed the A-12 to cruise at Mach 3.2 and fly well above 18,288 m (60,000 feet). To meet these challenging requirements, Lockheed engineers overcame many daunting technical challenges. Flying more than three times the speed of sound generates 316° C (600° F) temperatures on external aircraft surfaces, which are enough to melt conventional aluminum airframes. The design team chose to make the jet's external skin of titanium alloy to which shielded the internal aluminum airframe. Two conventional, but very powerful, afterburning turbine engines propelled this remarkable aircraft. These power plants had to operate across a huge speed envelope in flight, from a takeoff speed of 334 kph (207 mph) to more than 3,540 kph (2,200 mph). To prevent supersonic shock waves from moving inside the engine intake causing flameouts, Johnson's team had to design a complex air intake and bypass system for the engines.

Skunk Works engineers also optimized the A-12 cross-section design to exhibit a low radar profile. Lockheed hoped to achieve this by carefully shaping the airframe to reflect as little transmitted radar energy (radio waves) as possible, and by application of special paint designed to absorb, rather than reflect, those waves. This treatment became one of the first applications of stealth technology, but it never completely met the design goals.

Test pilot Lou Schalk flew the single-seat A-12 on April 24, 1962, after he became airborne accidentally during high-speed taxi trials. The airplane showed great promise but it needed considerable technical refinement before the CIA could fly the first operational sortie on May 31, 1967 - a surveillance flight over North Vietnam. A-12s, flown by CIA pilots, operated as part of the Air Force's 1129th Special Activities Squadron under the "Oxcart" program. While Lockheed continued to refine the A-12, the U. S. Air Force ordered an interceptor version of the aircraft designated the YF-12A. The Skunk Works, however, proposed a "specific mission" version configured to conduct post-nuclear strike reconnaissance. This system evolved into the USAF's familiar SR-71.

Lockheed built fifteen A-12s, including a special two-seat trainer version. Two A-12s were modified to carry a special reconnaissance drone, designated D-21. The modified A-12s were redesignated M-21s. These were designed to take off with the D-21 drone, powered by a Marquart ramjet engine mounted on a pylon between the rudders. The M-21 then hauled the drone aloft and launched it at speeds high enough to ignite the drone's ramjet motor. Lockheed also built three YF-12As but this type never went into production. Two of the YF-12As crashed during testing. Only one survives and is on display at the USAF Museum in Dayton, Ohio. The aft section of one of the "written off" YF-12As which was later used along with an SR-71A static test airframe to manufacture the sole SR-71C trainer. One SR-71 was lent to NASA and designated YF-12C. Including the SR-71C and two SR-71B pilot trainers, Lockheed constructed thirty-two Blackbirds. The first SR-71 flew on December 22, 1964. Because of extreme operational costs, military strategists decided that the more capable USAF SR-71s should replace the CIA's A-12s. These were retired in 1968 after only one year of operational missions, mostly over southeast Asia. The Air Force's 1st Strategic Reconnaissance Squadron (part of the 9th Strategic Reconnaissance Wing) took over the missions, flying the SR-71 beginning in the spring of 1968.

After the Air Force began to operate the SR-71, it acquired the official name Blackbird-- for the special black paint that covered the airplane. This paint was formulated to absorb radar signals, to radiate some of the tremendous airframe heat generated by air friction, and to camouflage the aircraft against the dark sky at high altitudes.

Experience gained from the A-12 program convinced the Air Force that flying the SR-71 safely required two crew members, a pilot and a Reconnaissance Systems Officer (RSO). The RSO operated with the wide array of monitoring and defensive systems installed on the airplane. This equipment included a sophisticated Electronic Counter Measures (ECM) system that could jam most acquisition and targeting radar. In addition to an array of advanced, high-resolution cameras, the aircraft could also carry equipment designed to record the strength, frequency, and wavelength of signals emitted by communications and sensor devices such as radar. The SR-71 was designed to fly deep into hostile territory, avoiding interception with its tremendous speed and high altitude. It could operate safely at a maximum speed of Mach 3.3 at an altitude more than sixteen miles, or 25,908 m (85,000 ft), above the earth. The crew had to wear pressure suits similar to those worn by astronauts. These suits were required to protect the crew in the event of sudden cabin pressure loss while at operating altitudes.

To climb and cruise at supersonic speeds, the Blackbird's Pratt & Whitney J-58 engines were designed to operate continuously in afterburner. While this would appear to dictate high fuel flows, the Blackbird actually achieved its best "gas mileage," in terms of air nautical miles per pound of fuel burned, during the Mach 3+ cruise. A typical Blackbird reconnaissance flight might require several aerial refueling operations from an airborne tanker. Each time the SR-71 refueled, the crew had to descend to the tanker's altitude, usually about 6,000 m to 9,000 m (20,000 to 30,000 ft), and slow the airplane to subsonic speeds. As velocity decreased, so did frictional heat. This cooling effect caused the aircraft's skin panels to shrink considerably, and those covering the fuel tanks contracted so much that fuel leaked, forming a distinctive vapor trail as the tanker topped off the Blackbird. As soon as the tanks were filled, the jet's crew disconnected from the tanker, relit the afterburners, and again climbed to high altitude.

Air Force pilots flew the SR-71 from Kadena AB, Japan, throughout its operational career but other bases hosted Blackbird operations, too. The 9th SRW occasionally deployed from Beale AFB, California, to other locations to carryout operational missions. Cuban missions were flown directly from Beale. The SR-71 did not begin to operate in Europe until 1974, and then only temporarily. In 1982, when the U.S. Air Force based two aircraft at Royal Air Force Base Mildenhall to fly monitoring mission in Eastern Europe.

When the SR-71 became operational, orbiting reconnaissance satellites had already replaced manned aircraft to gather intelligence from sites deep within Soviet territory. Satellites could not cover every geopolitical hotspot so the Blackbird remained a vital tool for global intelligence gathering. On many occasions, pilots and RSOs flying the SR-71 provided information that proved vital in formulating successful U. S. foreign policy. Blackbird crews provided important intelligence about the 1973 Yom Kippur War, the Israeli invasion of Lebanon and its aftermath, and pre- and post-strike imagery of the 1986 raid conducted by American air forces on Libya. In 1987, Kadena-based SR-71 crews flew a number of missions over the Persian Gulf, revealing Iranian Silkworm missile batteries that threatened commercial shipping and American escort vessels.

As the performance of space-based surveillance systems grew, along with the effectiveness of ground-based air defense networks, the Air Force started to lose enthusiasm for the expensive program and the 9th SRW ceased SR-71 operations in January 1990. Despite protests by military leaders, Congress revived the program in 1995. Continued wrangling over operating budgets, however, soon led to final termination. The National Aeronautics and Space Administration retained two SR-71As and the one SR-71B for high-speed research projects and flew these airplanes until 1999.

On March 6, 1990, the service career of one Lockheed SR-71A Blackbird ended with a record-setting flight. This special airplane bore Air Force serial number 64-17972. Lt. Col. Ed Yeilding and his RSO, Lieutenant Colonel Joseph Vida, flew this aircraft from Los Angeles to Washington D.C. in 1 hour, 4 minutes, and 20 seconds, averaging a speed of 3,418 kph (2,124 mph). At the conclusion of the flight, '972 landed at Dulles International Airport and taxied into the custody of the Smithsonian's National Air and Space Museum. At that time, Lt. Col. Vida had logged 1,392.7 hours of flight time in Blackbirds, more than that of any other crewman.

This particular SR-71 was also flown by Tom Alison, a former National Air and Space Museum's Chief of Collections Management. Flying with Detachment 1 at Kadena Air Force Base, Okinawa, Alison logged more than a dozen '972 operational sorties. The aircraft spent twenty-four years in active Air Force service and accrued a total of 2,801.1 hours of flight time.

Wingspan: 55'7"

Length: 107'5"

Height: 18'6"

Weight: 170,000 Lbs

Reference and Further Reading:

Crickmore, Paul F. Lockheed SR-71: The Secret Missions Exposed. Oxford: Osprey Publishing, 1996.

Francillon, Rene J. Lockheed Aircraft Since 1913. Annapolis, Md.: Naval Institute Press, 1987.

Johnson, Clarence L. Kelly: More Than My Share of It All. Washington D.C.: Smithsonian Institution Press, 1985.

Miller, Jay. Lockheed Martin's Skunk Works. Leicester, U.K.: Midland Counties Publishing Ltd., 1995.

Lockheed SR-71 Blackbird curatorial file, Aeronautics Division, National Air and Space Museum.

DAD, 11-11-01

Refining my own technique is proving to be challenging, but it's a start. Thank you, beautiful Teena Silverweb, for being my guinea pig! <3

PS - Reflecting on this pic... I would not have done quite so much with the hair, but as I said... It was an experiment. Teena, I promise to try again as I get better! ;)

Refine your vision !

Jasa photo produk + editing !

Photography Service 📷

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Photo by @refinephoto.id

Product : Ultra Boost 3.0

shell oil refinery - martinez, california

A JAC Refine photographed at a JAC dealership in Shanghai, Shanghai municipality, China.

Article

Robert J. Arrotta--The Mightiest Corporal in the Marine Corps

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Photo by Charles J. Schneider, courtesy of Joanne Schneider

Description: Robert J. Arrotta .Author: Beth Crumley

“Close air support was considered the most important mission of Marine aviation, and the Marine Corps focused the lion’s share of its aviation effort on refining and developing its close air support capabilities. As the senior aviator in the Marine Corps [Major General Keith B. McCutcheon] put it just months before the siege of Khe Sanh, ‘Marine aviation is a tactical air arm. Its sole mission is to provide support to ground forces.’ ”

—LtCol Shawn P. Callahan,

“Close Air Support and the Battle for Khe Sanh”

Marine Corps History Division, 2009

At no time would Major General Keith B. McCutcheon’s words about the importance of close air support ring truer than during the siege of Khe Sanh Combat Base and the surround­ing, strategically important hills during the Vietnam War.

By December 1967, the North Vietna­mese presence around Khe Sanh Combat Base had grown considerably. The 304 and 325C divisions had crossed into South Vietnam and were approaching from the west. To the east was the 320th Division, operating near the Rockpile, as well as an enemy regiment and an additional battalion whose mission it was to prevent move­ment along Route 9.

This buildup in enemy strength was monitored closely by Lieutenant General Robert E. Cushman Jr., the commanding general of III Marine Amphibious Force. By 9 Dec., 3d Battalion, 26th Marine Reg­iment was diverted from another mission and sent to Khe Sanh. Elements of the battalion strengthened key hilltop outposts. Company K, 3/26 was positioned atop Hill 861 and immediately began patrol­l­ing west of Khe Sanh.

Farther to the west was Hill 881S. The highest of the surrounding hills, it was key to Khe Sanh Combat Base defense. Khe Sanh was dependent upon resupply and reinforcement by air. Should the NVA hold the hill, aircraft taking off or landing from the west would be extremely vulnerable to enemy fire. The mission of holding the hill fell to the men of “India” Co, 3d Bn, 26th Marines. Among them was Corporal Robert J. Arrotta, who, during the 77-day siege, would earn the title “The Mightiest Corporal in the Marine Corps.”

In 1967, Arrotta had finished a disappointing freshman year in college when he received his draft notice. He volunteered for service in the Marine Corps, telling his family, “If I am going to go to Vietnam, I want to go with the best.” He arrived in country 15 Aug. 1967, assigned as a radio operator to Headquarters and Service Co, 3/26. He began training as a tactical air controller.

The North Vietnamese Army had launched a series of assaults against Marine positions in and around the Leatherneck Square area, a roughly square piece of ground bordered by Con Thien and Gio Linh to the north and Cam Lo and Dong Ha to the south. By the end of August, 3d Bn was ordered to Con Thien. Enemy ground activity in the area had increased significantly. It was there, during Operation Kingfisher, that Arrotta had his first real taste of combat. Hit hard in heavy fighting with the 812th NVA Regiment, 3d Bn sustained more than 240 casualties, including 56 killed in action. Arrotta later wrote about his experience:

“On 10 September I was with Mike Com­pany when the battalion was attacked … by an entire NVA regiment. No medevacs could get into my landing zone because of overwhelming enemy firepower. I spent the night in the LZ with the battalion’s most seriously wounded and all of the dead that were able to be brought to the LZ. The next morning we had to retrieve the dead that couldn’t be brought to the LZ. … To carry these bodies and put them on waiting helicopters was the hardest thing I had to do in my life.”

Badly mauled, 3/26 moved to Camp Evans to rebuild. During that time Arrotta received additional training that would make him a legend on Hill 881S. During the heavy fighting near Con Thien, the battalion had lost its forward air control­lers. In late September a CH-46 pilot, First Lieutenant John Root, was assigned to 3/26 to serve as a forward air control­ler. Root used the extended time at Camp Evans for training the radio operators in the fundamentals of bringing in close air support, aiding Marines on the ground. In late 1967, when the battalion deployed to Khe Sanh, Arrotta and his best friend, Cpl Terry L. Smith, both radio operators, were assigned to Hill 881S.

On 20 Jan. 1968, Captain William Dab­ney, commanding officer of India Co, 3/26, conducted a reconnaissance-in-force up Hill 881N. India Co engaged an entire NVA battalion moving south. The siege of Khe Sanh and the surrounding hills had begun. Both the combat base and the hills were completely dependent on resupply by air and close air support to keep enemy forces at bay.

A few days into the siege, the forward air controller on 881S was hit by shrapnel from an incoming mortar and was medically evacuated. Dabney later stated:

“At about the same time, the weather socked in, and it was several days before [we] could bring in helicopters. When it did clear, we got the radio batteries we needed to talk to the close air support aircraft but no new forward air controller. When I remarked on the lack of a FAC, Bob [Corporal Robert J. Arrotta] told me he could handle it. I had nothing to lose, plenty of targets, and all the CAS aircraft we could use, so I stood by and watched as he ran the first few missions—flawlessly. I was impressed not only with his technical knowledge but also with his demeanor as a corporal giving instructions to officers through the rank of lieutenant colonel. He was assertive and unfailingly professional.”

It wasn’t long before the Marines of India and Mike companies began calling Bob Arrotta “The Mightiest Corporal in the Marine Corps” for the vast amount of firepower he could bring down upon the enemy. First Lt Richard Dworsky, Weap­ons Platoon, I/3/26, recalled: “Bob and a couple of others looked like Energizer bun­nies moving around and coordinating mul­tiple air and fire support missions. It was dangerous, but always needed, work. … The hardest part was trying to keep all the fire support in order to prevent midair collisions.”

Despite the skill of the young corporal, there was at least one close call. Both Dab­ney and Arrotta trusted the close air support skills of Marine Corps pilots. As a rule, however, they usually ran both Air Force and Navy flights on targets two or more kilometers from the hill. Early on during the siege, an Air Force pilot dropped his ordnance without being “cleared hot” by Cpl Arrotta. As Dabney and Arrotta stood together on the hill, someone shouted a warning. The two Marines looked over their shoulders to see the aircraft coming right at them on the hill.

“Just as we caught sight of him, four bombs dropped from under his wings, and we dove for the bottom of the trench with Arrotta calling, ‘Abort! Abort!’ on the radio. Too late. Dust, shrapnel, tree stumps flying all over the place, both of us—and many others—were deaf for hours. Had he been accurate, we’d have lost perhaps 100 Marines. I lost my cool instead,” Dab­ney remembered.

In February, Arrotta suffered a loss that would impact the rest of his life. In a re­cording made on Hill 881S he stated, “I grew up a lot today. My best friend died in my arms.”

Cpl Terry Smith was in a bunker with Arrotta when a helicopter approached the landing zone where the North Vietna­mese had registered heavy mortars. Approaching the hill without prior notice, the helicopter’s mission was to pick up resupply nets that had been dropped the previous week. The two young Marines usually took turns running out to the landing zone to attach the external slings to the “birds.” Enemy mortars registered on the hill were lethal.

“We could usually hear the [mortar] tube pop, and we had about 25 seconds from pop to impact, so it was vital to get the birds out in 20 seconds maximum, then take cover,” Dabney explained. Realizing the danger to the helicopter crew, Arrotta attempted to contact the pilot by radio, but was unsuccessful. Smith prevented Arrotta from leaving the safety of the bunker and ran across open ground, signaling to the helicopter to take off immediately. As the helicopter took off and before Smith could take cover, he was hit by shrapnel from the incoming mortar rounds.

Many years later Arrotta wrote, “I held onto Terry and yelled and screamed into the radio for the helicopter to come back and pick Terry up. The chopper returned and the corpsman and I picked Terry up and threw him on the chopper while the mortars were impacting all around us. … I don’t believe there has been one day in the last thirty years that I haven’t thought about that horrible day. I remember how helpless I felt and how it should have been me lying there dying, and not Terry.”

Dworsky noted the toll that day took on the young corporal. “I was wounded late in February and had to go to the small hill [where Mike Company was] to get medevacked. Bob and I carried another wounded Marine to the LZ. We all got out, although [we] took quite a bit of fire on the way. I asked Bob … why he went to the new LZ especially since they already had another team there. He told me that he didn’t want the wounded and dead to be alone. He believed that it was part of his duty as a Marine to perform that simple act of faith. He never was satisfied that he could do enough to help.”

Years later, Colonel Dabney, who was awarded the Navy Cross for his leadership on Hill 881S, commented on the service of Arrotta. “During the Siege of Khe Sanh, an operation called Niagara was in place. Essentially, it required that any close air support aircraft returning from aborted missions in the general area check in with the Khe Sanh Direct Air Support Center [DASC] before pickling [dropping] their ordnance.

“Since it was the end of the monsoon season and there were many bombing missions along the DMZ [Demilitarized Zone] and in North Vietnam that had to be aborted because of bad weather, plenty of aircraft with all sorts of ordnance [was available almost] every day. The base at Khe Sanh itself was in a bowl, so [they] couldn’t use [that ordnance] unless they had an airborne forward air controller, so they’d often pass them off to us … sitting atop a 3,000-foot hill, we didn’t need an airborne FAC, and we always had plenty of targets.

“Several times we got two or three flights of bombers passed off to us simultaneously. Bob got quite adept at ‘stacking’ them based upon how much fuel they had left and using them based on the ordnance they were carrying. Sounds simple, I guess, but under fire, without prior notice, it took superb organizational skills to both manage the air assets and direct the marking rounds our mortars fired to designate the targets for the bomber pilots.

“Bob did all of that in his head, sometimes juggling as many as three flights at once. My input was simply to tell him what targets to hit. He’d take it from there, stack the flights, range the mortar marking rounds and run the bombers in. In effect, he was his own DASC.”

In his 77 days on Hill 881S, Cpl Rob­ert Arrotta had the tactical call sign of “India 14,” identifying him as the close air support representative of the company. During this long siege, he directed some 300 close air support missions, all resupply of the hill by helicopters, and in coordination with the helicopter support team, all medical evacuations.

Arrotta left the Republic of Vietnam in the autumn of 1968. During his tour he was awarded a Bronze Star medal, as well as a Navy Commendation Medal.

The latter’s citation states: “Assigned to Company I, Third Battalion, Twenty-Sixth Marines as a Forward Air Control­ler while that unit was located on Hill 881 South during the siege of the Khe Sanh Combat Base, he repeatedly distinguished himself by his courage and composure un­der fire. On numerous occasions, he fearlessly exposed himself to enemy artillery and mortar fire in order to direct Marine tactical air strikes on hostile positions and coordinate vitally needed helicopter resupply and medical evacuation missions. As a result of his diligent and tireless efforts, the combat effectiveness of his unit was greatly enhanced.”

Years later, still carrying the emotional wounds of Vietnam, Arrotta wanted to be close to a Marine Corps base, and in 1980, he moved to Southern California.

“It was at that time I realized the effect helicopters had on me. All sorts of military aircraft fly up and down this coastal community. But it’s always the Hueys, or the sound of their rotors, that causes me to flash back to Vietnam. I stop whatever I am doing and stare at the sky, waiting to see the ‘bird’ and remembering.”

In 2006, Major William C. Hendricks, assigned to the Air Officer Department, Marine Aviation and Weapons Tactics Squadron 1 at Marine Corps Air Station Yuma, Ariz., invited Arrotta to speak to the Air Officer Course. Arrotta agreed and suggested that former Sergeant Glenn Prentice, an artillery forward observer, also be included. The presentation, which included a series of photographs depicting life on 881S and the critical role played by close air support in their survival, was successful, and they were invited to speak to numerous classes.

Arrotta was extremely proud of his con­tinued service to the Marine Corps, and, in addition to his work at MCAS Yuma, he addressed a number of fixed-wing and helicopter squadrons prior to their deploy­ments to Iraq and Afghanistan. To those in the audience, Arrotta “knew what it was like. Having him speak to us tied together the legend of the Marine brotherhood.”

Robert J. Arrotta died unexpectedly in November 2009, at the age of 64. He had been scheduled to speak at MCAS Yuma in April. Instead, prior to a brief given by Glenn Prentice, Maj Thomas Campbell asked everyone in attendance to take a few moments to reflect on the service and sacrifice of “The Mightiest Corporal in the Marine Corps.”

Col John Root said, “Bob was almost relaxed on 881S even as he was dealing with mortar fire, small arms and sniper fire, trying to get helos in and wounded out. He was very composed and a highly professional Marine who lived up to the highest traditions of the Marine Corps.”

Staff Sergeant Nathan Jacobson, who met Arrotta at MCAS Yuma, said simply, “He was a living legend, an inspiration, a real man who did amazing things. I was humbled to be in the same room as Rob­ert J. Arrotta.”

First Lt Richard Dworsky, who also served with India Co, said, “Bob was honored by the love of the people who attended his funeral. All were veterans and Khe Sanh survivors. There was a flow in how Bob lived his life and how he viewed the Marine Corps. Duty, honor and teamwork were bigger than the individual.”

Refining my post processing efforts... I don't like the glow around some of the railing, but I recognize that. I embrace my disdain, and endeavor to improve.

billandjill.com

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

The Supermarine Spitfire was a British single-seat fighter aircraft used by the Royal Air Force and other Allied countries before, during and after World War II. Many variants of the Spitfire were built, using several wing configurations, and it was produced in greater numbers than any other British aircraft. It was also the only British fighter produced continuously throughout the war.

Since the Taurus-powered Spitfire turned out to be quite ineffective (it was no good either in the fighter or in an alternative ground attack role and 20 mph slower than the comparable Mk. V), production was already stopped in late 1942 after 353 aircraft. At the same time, the Spitfire Mk. IX with a much more powerful Merlin engine entered service, and all resources were immediately allocated to this more potent fighter variant and the idea of the Spitfire with a radial engine was ultimately dropped. Since the Taurus-powered type was quickly phased out of frontline service, the designation was later re-used for a pressurized high-altitude photo reconnaissance variant of the Spitfire, the PR.X, of which only 16 machines were built.

General characteristics:

Crew: one pilot

Length: 29 ft 6 in (9.00 m)

Wingspan: 32 ft 2 in (9.80 m)

Height: 11 ft 5 in (3.86 m)

Wing area: 242.1 ft2 (22.48 m²)

Airfoil: NACA 2213 (root)

NACA 2209.4 (tip)

Empty weight: 5,065 lb (2,297 kg)

Loaded weight: 6,622 lb (3,000 kg)

Max. takeoff weight: 6,700 lb (3,039 kg)

Powerplant:

1× Bristol Taurus VI 14-Cylinder sleeve valve radial engine, 1.130 hp (830 kW)

Performance:

Maximum speed: 350 mph (312 kn, 565 km/h)

Combat radius: 410 nmi (470 mi/756 km)

Ferry range: 991 nmi (1,135 mi/1,827 km)

Service ceiling: 36,500 ft (11,125 m)

Rate of climb: 2,535 ft/min (12.9 m/s)

Wing loading: 27.35 lb/ft2 (133.5 kg/m²)

Power/mass: 0.22 hp/lb (0.36 kW/kg)

Armament:

2× 20 mm Hispano Mk II with 60 RPG

4× .303 in Browning Mk II machine guns with 350 RPG

The kit and its assembly:

My third contribution to the “RAF Centenary” Group Build at whatifmodelers.com, and the next one in chronological order. This one was spawned by the simple thought of “What would a Spitfire with a radial engine look like…?”. I have seen this stunt done in the form of a Fw190/Spitfire kitbash – nice result, but it did IMHO just not look like a “real” Spitfire with a radial engine, rather like an Fw 190 with elliptical wings. And the fact that I had already successfully transplanted a Centaurus engine onto a P-51 airframe made me feel positive that the stunt could be done!

Consequently, the conversion was pretty straightforward. The basis is a Revell 1:72 Spitfire VB (1996 mold), which was – except for the nose section – taken OOB. A simple, nice kit, even though it comes with some flaws, like a depression at the rear of the wing/fuselage intersection and the general need for PSR – not much, but I expected a better fit for such a relatively young mold?

For the engine, I used a personal replacement favorite, the cowling and the engine block from a Mitsubishi A6M2 “Zero” (Hasegawa). The Nakajima Sakae radial engine has a relatively small diameter, so that it serves well as a dummy for the compact Bristol Taurus engine – a replacement I have already used for a radial-powered Westland Whirlwind. The other benefit of the small diameter is that it is relatively easy to blend the round front end into the oval and very slender fuselage of the early Spitfire airframe. This was realized through massive body sculpting from scratch with 2C putty, widening the area in front of the cockpit and expanding its width to match the cowling – I guess that real life engineers would have followed a similar, simple path.

Since the radial engine would not need a radiator, I simple omitted this piece (cut out from the single piece lower wing half) and faired the respective underwing area over with a piece of styrene sheet and PSR. The asymmetrical oil cooler was retained, though. The propeller is a replacement from the scrap box, with a smaller diameter spinner and more slender blades which better suit the open cowling.

Since the Taurus had its best performance at low altitudes, I used the Revell kit’s OOB option of clipped wing tips – a move that makes the aircraft look much faster, esp. with the new, deeper nose section.

Painting and markings:

I did not want classic RAF markings, but still keep the model well within the Centenary GB confines. The original plan had been a classic Dark Green/Ocean Grey livery, which all Spitfire’s in USAAF service and based in the UK received. But I rather wanted to create a frontline aircraft, operated during Operation Torch in late 1942/early 1943 with American roundels – and the grey/green look would not look plausible on a machine taking part in the North African campaign. In fact, any Spitfire with American roundels I found that was used in North Africa carried the RAF Tropical Scheme in Dark Earth/Middle Stone. And, AFAIK, during Operation 'Torch' all British aircraft received American markings in the hope that the Vichy French, who were anti-British due to them bombing their ships in 1940, would switch to the allied cause. They were supposed to think that the Americans would be invading, not British troops as well. So I eventually switched to the classic Tropical Scheme (using Humbrol 29 and Modelmaster 2052 as basic tones), and it does not look bad at all - even though the yellow trim around the roundels does not stand out as much as on a Grey/Green aircraft.

Typically, the RAF codes were retained, as well as – at least during the early phases of Operation Torch – the RAF fin flash. A little personal twist is the pale blue (Humbrol 23, Duck Egg Blue) underside of the aircraft, instead of the typical Azure Blue. The rationale behind is that the Tropical Scheme was originally designed with Sky undersides, and the blue shades were later modifications after initial field experience.

The red spinner is a typical Northern Africa marking, and found on many 5th FS aircraft.

The interior (cockpit, landing gear wells) was painted with RAF Cockpit Green (Modelmaster), while wheels and struts became light grey.

As a standard procedure, the kit received a light black ink wash and a post shading treatment.

The decals were puzzled together from various sheets and sources, the design benchmark was a real USAAF Spitfire Vb from Operation Torch, though. The code letters were taken from an Xtradecal sheet, the roundels come from a Carpena Spitfire sheet, even though I placed American markings in all six positions – the roundels without yellow trim under the wings were taken from a Hobby Boss F6F sheet.

The serial number comes from the Revell kit’s OOB sheet, because it fits perfectly into the kit’s intended time frame. The nose art comes from a P-38 sheet (PrintScale) – not a typical feature for an RAF Spitfire, but a frequent personal decoration among USAAF machines during Operation Torch (e.g. on P-40s).

The Allied yellow ID markings on the wings’ leading edges, which were typically carried by Operation Torch Spitfires, too, were created with generic yellow decal sheet (TL Modellbau), while the maroon machine gun nozzle covers are part of Revell’s OOB sheet.

Finally, the kit received some soot stains around gun and exhaust nozzles, and was finally sealed with matt acrylic varnish.

A bold experiment, and it turned out well. The Zero’s cowling has the perfect diameter for this transplant, and the scratch-sculpted new front fuselage section blends well with the new engine – the whole thing really looks intentional! I am just not certain if the resulting aircraft still deserves the “Spitfire” designation? Even though only the engine was changed, the aircraft looks really different and has a Ki-43ish aura? I guess that a dark green livery and some hinomaru would also look great and pretty plausible?

Saturday, the Big day, After this comes arrange the tools for usage, charge all batteries, gather the notes, purchase the tickets. refine the game plan, Inflate the Imagination. I used the new display today, refined the adjustments to mimic the I-Mac . the smiles bigger ! Enjoy!

The seven deadly Flickr sins!

*Please read*

Throughout this project, there's been a distillation process. A subtle but sure refining of what it is I'm trying to do, and what it is I'm trying to see. I've always said that the book itself was never intended for anything greater than for me to end up with an awesome coffee table book for my house, and if anyone else wanted to join in along the way they could. With that in mind, whilst the photos have been about others, I've always allowed myself a hint of selfishness in my goals for the idea.

And as the project winds on, on what appears to be a three year treck, things change, it become fluid, adapts to the variances in me, in the people, and in the way I see them. My focus once defined but with a little breadth, I think draws closer with every shoot I do, and with every new person I speak to about it all. On a more personal note however, one of the things I'm finding difficult to deal with is how my own personal path affects the images. Inevitable obviously, but these photographs are meant to be about the people in them, not some means to vent my own teenage angst.

And it is here, that I reach a crossroads...

Of the poeple I've photographed lately, I've felt more challenged and more questioned. Whether this is a personal vulnerability or a mark of the greater perception of my recent sitters I'm not sure. Yet I've had everything from one person sit through my pitch so to speak, and then ask questions for an hour that cut concisely through all the patter and peeled back the lid on the real drive behind it all, and then told me to have more courage in what I'm doing. I've had one person who I so dearly wanted, who I was sure was a certainty who listened and blew the idea right out the water. I've had another sceptical of the idea of the project, but not of me, and yet another who's been more able than anyone I've ever met to question and make me doubt who I am as a photographer, and yet still give me the OK to shoot, confident in the ability to show you guys something real about them.

So the truth is, I'm getting questioned about all this, even by the people sitting for the photos. Mia here is one such source of confusion. Mia's someone I click with, and who I can happily talk all day to about pretty much anything. Mia here, is an artist. Not one of those 'I make pretty pictures, sell them in batches of 25 and call myself an artist, and by the way I do gift cards too' artists, but the real deal. Someone who lives and breathes through things creative. She sees coffee cups in the sink and something about how they're laid out will catch her eye, she dresses with more style than you can shake a stick at, can make something visually wonderful from any bloody medium you want (and I do mean any) and somehow just seems to find a way to question, visually, philosophically or aesthetically pretty much anything you can think of, either with fine based argument or just through gut feeling. She can, quite frankly, unpick and unravel anything and everything about what I do, and that in itself is a deeply, deeply admirable thing to see.

And hell man, it scares me. Never before have I shot someone like this and actually been left with no clue as to what I see, she sees or anyone else sees. I'm left in a tailspin. It's both a good thing and a terifying thing. Yet there's one thing that pleases me more, and it occured to me over the last three days since I finished this shot trying to think of what to type that could even vaguely do justice to someone quite this cool, and that's that with a fresh eye, and some removal from the photos, I come back and I see what I started to photograph just over a year ago.

I see beauty. I see nothing obvious, but the pursuit of trying to photograph the tiny little things that become special and loved about someone. I see the hidden gems, the secret little things that make you catch your breath. I see leans of the shoulders that only the lucky men (or women) know, I see the look that could mean anything, but means just one thing to those lucky enough to know. I see simplicity and elegance, I see everything and nothing. I see someone, something, somethings even, that someone out there has fallen for, and just a tiny, tiny slice of explanation of that to you, and me, the viewer.

What I see is a distillation. What I see is someone who has and possibly will continue to, challenge me and my photography, and I see her photographed in a way, completely unbeknown to me, as purely as the original concept.

Amongst a flight of ups and downs, I see some elegance fighting through the clouds.

A JAC Refine M6 photographed at the Auto China 2014 in Beijing, Beijing municipality, China.

Watercolor painting made by initially pouring paint onto wet paper then refining and adding details.

Current waste treatment plant uses biological proesses to clean water at Doug Jernigan Farms, a three-generation family farm and employer who, a few months earlier, refinanced a first of it’s kind in the nation, swine-turkey waste to renewable energy system (RES), with the assistance of the U.S. Department of Agriculture (USDA) Rural Development (RD) Renewable Energy for America Program (REAP) loan guarantee in Mt. Olive, NC, Tuesday, Nov. 10, 2015.

Typical systems separate methane gas for energy, solids are disposed or repurposed and liquids are cleaned. This new system addition takes the watery manure effluent to a new and as Mr. Jernigan say’s “prolific profit” producing state through savings and sales. “There is an opportunity for the farm to make money doing a good thing for the environment.”

The system handles about 75,000 gallons of swine and turkey waste effluent each day. Piped to a series of tanks, and mechanical equipment that separates solids, and liquids. The current treatment facility biologically removes ammonia nitrogen with bacteria adapted to high-strength wastewater; removes phosphorus via alkali precipitation; and reduction emissions of odorant compounds, ammonia, pathogens, and heavy metals to the environment. The water is cleaned for reuse in the swine and turkey operations that wash more manure into the cycle of the system.

The new methane reactors (under the framework of what will be a C-span structure) use an endothermic gasifier that heats the waste solids to very high temperatures to the point that they release gases. The clean methane gas will fuel an engine that turns a 300KW electrical generator producing electricity; ethanol will help fuel farm equipment, and resulting potash solids can be used or sold for agricultural fertilizer. Excess amounts of electricity, that the farms cannot use, will be sold and transmitted to the local energy company, for use by residents and businesses; renewable energy credits (REC) are sold to a different energy company.

With a system that eliminates all ammonia and other odor creating compounds, Mr. Jernigan says, “What I’m doing is good for the environment; it’s good for the farm in the respect that you’re getting rid of waste that you’re creating in a high-tech way. There’s no footprint. It’s just gone.”

Doug and Aileen are lifelong farmers and they have three grown children that work in the farm operation. Their farm currently operates a 21,600 finishing farm operation, an eight house turkey operation, a 250 head cow /calf operation. The farm also consists of 2,400 acres of row crop production (cotton, corn, soybeans and wheat).

Doug Jernigan’s grandfather started farming here in 1941, and he continues the tradition with his business that began in 1974.

In talking about the greater potential of this technology and what others should consider, Jernigan says, “I see it as a win-win thing.”

For more information about USDA, RD and REAP please see: www.usda.gov, www.rd.usda.gov, and www.rd.usda.gov/programs-services/rural-energy-america-pr...

USDA Photo by Lance Cheung

*The treatment system (without the methane reactor) was documented to remove, on a mass basis, approximately 99% of total suspended solids, 98% of COD, 99% of TKN, 100% ammonia, 100% odor compounds, 92% phosphorus, 95% copper, and 97% zinc from the flushed manure. Fecal coliform reductions were measured to be 99.98%

A JAC Refine S3 photographed at the Auto China 2014 in Beijing, Beijing municipality, China.

Taken at my mom's old workplace

The Rock Island refinery located four miles south of Duncan was built in the 1920’s by Rock Island Railroad and it operated the Site from the 1920s until 1944. From 1944 to 1947, the U.S Department of Defense operated the site. The current refinery facility was built in 1947 by the Sun Petroleum Products Company and reportedly operated under the name of Sunray/DX.

The subsequent owners of the Site included Sun Oil (1960 to 1980) and the TOSCO Corporation (1980 to 1983.) TOSCO stopped operations in July 1983 and sold the refinery in June 1986 to Alpha Oil Company and others.

This sign was for sale on eBay.

Solida Cats redesign. Refining and highlighting the curves in watercolour

Redesigned to fit the Stronglight 49d, TA Specialites and the more modern Velo Orange (VO) GrandCru

www.bespokechainrings.com

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South Asian sweets are the confectionery and desserts of South Asia. Thousands of dedicated shops in Bangladesh, India, Nepal, Pakistan and Sri Lanka sell nothing but sweets; however, outside of South Asia, South Asian sweet shops are uncommon.

Sugarcane has been grown in India for thousands of years, and the art of refining sugar was invented there. The English word sugar comes from a Sanskrit word sakhar, while the word candy comes from Sanskrit word khand (jaggery) - one of the simplest raw forms of sweet. Over its long history, cuisines of the Indian Subcontinent developed a diversified array of sweets. Some claim there is no other region of the world where sweets are so varied, so numerous, or so invested with meaning as the Indian Subcontinent.

In India's diverse languages, sweets are called by numerous names, one common name being Mithai (मिठाई). They include sugar, and a vast array of ingredients such as different flours, milk, milk solids, fermented foods, root vegetables, raw and roasted seeds, seasonal fruits, fruit pastes and dry fruits. Some sweets such as kheer are cooked, some like burfi are baked, varieties like Mysore pak are roasted, some like jalebi are fried, others like kulfi are frozen, while still others involve a creative combination of preparation techniques. The composition and recipes of the sweets and other ingredients vary by region. Mithai are sometimes served with a meal, and often included as a form of greeting, celebration, religious offering, gift giving, parties, and hospitality in India. On Indian festivals - such as Holi, Diwali, Eid, or Raksha Bhandan - sweets are homemade or purchased, then shared. Many social gatherings, wedding ceremonies and religious festivals often include a social celebration of food, and the flavors of sweets are an essential element of such a celebration.

HISTORY

Ancient Sanskrit literature from India mention feasts and offerings of mithas (sweet). One of the more complete surviving document, with extensive description of sweets and how to prepare them is the Sanskrit document, Mānasollāsa (Sanskrit: मानसोल्लास; literally, the delight of an idea,[or delight of mind and senses); this ancient encyclopedia on food, music and other Indian arts is also known as the Abhilaṣitārtha Cintāmaṇi (the magical stone that fulfils desires). Mānasollāsa was composed about 1130 AD, by the Hindu King Somesvara III. In this document, meals are described to include a rice pudding it calls payasam (Sanskrit: पायसं), which is another word for kheer. The document mentions seven kinds of rice.

Mānasollāsa also describes recipes for golamu as a donut from wheat flour and scented with cardamom, gharikas as a fried cake from black gram flour and sugar syrup, chhana as a fresh cheese and rice flour fritter soaked in sugar syrup that the document suggests should be prepared from strained curdled milk mixed with buttermilk, and many others. Mānasollāsa mentions numerous milk-derived sweets, along with describing the 11th century art of producing milk solids, condensed milk and methods for souring milk to produce sweets.

The origin of sweets in Indian subcontinent has been traced to at least 500 BC, where records suggest both raw sugar (gur, vellam, jaggery) as well as refined sugar (sarkara) were being produced. By 300 BC, kingdom officials in India were including five kinds of sugar in official documents. By the Gupta dynasty era (300–500 AD), sugar was being made not only from sugar cane, but other plant sources such as palm; sugar-based foods were also included in temple offerings, as bhoga for the deities, which after the prayers became Prasād for devotees, the poor or visitors to the temple.

VARIETIES

BARFI

Barfi is a sweet, made of milk solids (khoya) or condensed milk and various other ingredients like ground cashews or pistachios. Some barfi use various flours such as besan (gram flour). Barfi may be flavored with pastes or pieces of fruits such as mango, banana, berries, coconut. They may include aromatic spices such as cardamom and rose water to enhance the sensual impact while they are consumed.

Sometimes a thin inert silver or gold layer of edible foil is placed on top face of burfi for an attractive presentation. Gold and silver are approved food foils in the European Union, as E175 and E174 additives respectively. The independent European food-safety certification agency, TÜV Rheinland, has deemed gold leaf safe for consumption. Gold and silver leaf are certified kosher. These inert metal foils are neither considered as toxic to human beings nor broader ecosystem.

CHAM-CHAM

Cham Chams are prepared from flattened paneer (a form of curdled milk solids, cheese) sweetened in syrup.

CHENA MURKI

Chhena murki, or chenna murki, is a sweet made from an Indian version of cottage cheese, milk and sugar in many states such as Odisha. Milk and sugar are boiled to a thick consistency. Round, cubes, cuboid or other shapes of cottage cheese are soaked in the milky condensate. Other flavors and aromatic spices are typically added. It is also known by Bangladeshi and Guyanese people as pera.

CHIKKI

Chikki is a ready-to-eat solid, brittle sweet generally made from casting a mix of dry nuts and hot jaggery syrup. Peanuts and jaggery mix are most common. Other than almonds, cashews, walnuts, sesame and other seeds, varieties of chikki are also prepared from puffed or roasted Bengal gram, puffed rice, beaten rice, puffed seasonal grains, and regional produce such as Khobara (desiccated coconut). Like many Indian sweets, Chikki is typically a high protein delicacy.

GAJRELA

Gajrela, also called Gajar halwa, is a seasonal pudding-like sweet made from the root vegetable carrot. It is popular in Punjab regions of India and Pakistan, agricultural belt of North India, now common in many parts of South Asia. It is made by slowly cooking carrot with ghee, concentrated and caramelized milk, mawa (khoya) and sugar; often served with a garnish of aromatic spices, almonds, cashews or pistachios. The recipes vary by region, and Gajrela may be cooked without ghee, then include cheese or other milk solids for sophisticated mix of flavors. It is common in Indian restaurants, and also a seasonal street and cafe food during post-monsoon through spring festive celebrations.

GULAB JAMUN

Gulab jamun is a common sweet found in Bangladesh, India, Nepal and Pakistan. It is made out of fried chenna (milk solids and cheese) balls soaked in sweet rose-water flavoured syrup.

JALEBI OR IMARTI

Jalebi is made by deep-frying a fermented batter of wheat flour with yoghurt, in a circular (coil-like) shape and then soaking it in sugar syrup. Imarti is a variant of Jalebi, with a different flour mixture and has tighter coils. Typically Jalebi is brown or yellow, while Imarti is reddish in colour. Often taken with milk, tea, yogurt or Lassi. In classical Sanskrit literature, jalebis have been referred to as kundalika or jalavallika.

KHAJA

Khaja is a sweet of India. Refined wheat flour, sugar and oils are the chief ingredients of khaja.

It is believed that, even 2000 years ago, Khajas were prepared in the southern side of the Gangetic Plains of Bihar. These areas which are home to khaja, once comprised the central part of Maurya and Gupta empires. Presently, Khajas are prepared and sold in the city of Patna, Gaya and several other places across the state of Bihar. Khajas of the Silao and Rajgir are known for their puffiness.

Khajas have travelled to some other parts of India, including Andhra Pradesh and Odisha. Khaja of Kakinada is a coastal town of Andhra Pradesh. Where as khaja of Puri is too famous. At first, the batter is of wheat flour, mawa and oil. It is then deep fried until crisp. Then a sugar syrup is made which is known as "pak". The crisp croissants are then soaked in the sugar syrup until they absorb the sugar syrup. In Kakinada, Khaja is dry from outside and full of sugar syrup from inside and is juicy.

KULFI

Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).

KHEER OR PAYAS

Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".

As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.

LADDU

Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).

Kheer or payas

Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".

As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.

MALPOA

Malpoa is the most ancient homemade sweets of India. It is a form of pancake (made of wheat or rice flour) deep fried and sugar syrup.

NARKEL NARU

Narkel Naru is a dessert from Bengal. They are ball-shaped and made from khoa/condensed milk and coconut, a traditional food during Pujas such as the Lakshmi Puja

PARWAL KI MITHAI

Parwal Ki Mithai is a dry sweet made of the vegetable parwal, a kind of gourd. The shell of parwal is filled with milk solids, then cooked. It is rather popular in Bihar, but also found in Uttar Pradesh and West Bengal.

PATHISHAPA

Pathishapta is a Bengali dessert. The final dish is a rolled pancake that is stuffed with a filling often made of coconut, milk, cream, and jaggery from the date palm. These desserts are consumed in Thailand as well.

RASGULLA

Rasgulla is a popular sweet in South Asia. They come in many forms, such as Kamalabhog (Orange Rasgulla), Rajbhog (Giant Rasgulla), Kadamba often served with kheer, Rasamundi, Raskadamba, and others. Some are white, others cream, brown, gold or orange colored. They are called Rasbari in Nepal. This dish is made by boiling small dumplings of chhenna and semolina mixture in sugar syrup. Once cooked, these are stored in the syrup making them spongy. Increasing the semolina content reduces the sponginess and hardens them, creating variety of textures. Some Rasgulla are stuffed inside with treats, such as dry fruits, raisins, candied peel and other delicacies to create a series of flavors experienced as they are consumed. Some versions, called danedhar, are removed from syrup and sugar coated into shapes of fruits and other creative designs. These are festive foods found year round, in many parts of India.

SANDESH

Sandesh is a sweet made from fine cheese made from cow's milk kneaded with fine ground sugar or molasses. This is a sweet from West Bengal and Odisha. Revered for its delicate making, and appreciated by the connoiseur, this represents sweet making at its finest. Sandesh comes in two varieties, "Norom Pak" (the softer version) and "Koda Pak" (the harder version). The softer version although more gentle and considered better, is fragile. The harder version is robust and often easier for storage. Molasses made from dates can be used to make a special variation of Sandesh called "Noleen Gurher Sandesh" (a Sandesh made from "Noleen Gurh" or molases from dates) or simply "Noleen Sandesh".

SEL ROTI

Sel roti is a Nepali home-made circular-shaped bread or rice donut, prepared during Tihar, a widely celebrated Hindu festival in Nepal. It is made of rice flour with adding customized flavors. A semi liquid rice flour dough is usually prepared by adding milk, water, sugar, butter, cardamom, cloves and other flavors of personal choice.

SHRIKHAND

Shrikhand is a creamy dessert made out of strained yogurt, from which water is drained off completely. Dry fruits, mango puree, saffron or cardamom and sugar are added to the thick yoghurt to get the desired flavour and taste. It is served chilled. It is a West Indian traditional dish.

OTHER INDIAN & PAKISTANI SWEETS

Other traditional Indian sweets and desserts famous throughout the history of Indian food include:

- Mysore pak (a dessert made out of ghee, sugar and chick pea flour),

- Halwa (or Halva in modern English spelling); made out of flour, butter and sugar

- Jangiri

- Jhajariya

WIKIPEDIA