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1. syllabus for DMP [digital media production - fall 10]
2. syllabus for garden project [community garden outreach - fall 10)
3. application for freshmen seminar [golden gate park class, proposed for spring 11] - DONE!
4. go through garden project applications - DONE!
5. u of o [university of oregon] talk - DONE!
6. learn how to make paella
Eighth Grade syllabusHello friends, here I am going to discuss about the overall syllabus of eighth grade mathematics which we supposed to do. Students often think that the only purpose of figuring things out is to get the answer with the minimum amount of ado and effort. But there are certain things which student needs to follow to get the desired answer in the most optimum way. If student opt to choose shortest path or longest path to arrive an answer then there is a possibility of getting a wrong answer so students need to follow the optimum path to arrive an answer. A daily practice and hard work is necessary to arrive at an answer. The most important thing to remember is that there is no alternative of hard work.
In 1948, the French Air Force (Armee de l'Air) began considering an all-jet training syllabus for its pilots, as the service began replacing its World War II-era equipment. At the time, France lacked a jet trainer of any type, and Fouga was approached to design one. Their initial attempt, the CM.130, was based on a glider design, but proved to be too small and underpowered. Fouga enlarged it into the CM.170 and replaced the Turbomeca Palas engineswith the more powerful Mabore. This met with the AdA's approval, and the CM.170 Magister (Magician) made its first flight in July 1952.
The Magister was certainly sleek, with a long, thin fuselage built low to the ground, thin wings, and a unique V-tail. The use of close-coupled twin engines gave an additional safety margin in case one engine failed. Pilots fell in love with the Magister: its performance equaled its appearance, even if it was still a little underpowered, had something of a low roll rate, and lacked ejection seats. Its handling was superb and easy, maintenance was simple, and despite being a primary trainer, the Magister performed like a fighter. It quickly became France's main trainer: the Aeronavale ordered a navalized version of the CM.170, the CM.175 Zephyr. The AdA's aerobatic team, the Patrouille de France, would fly the Magister for several decades. Eventually, 18 nations would acquire Magisters, and Germany, Finland and Israel would license-build the aircraft.
Though the Magister was a trainer, it had teeth. Fouga always intended the aircraft to be capable of weapons training, and if necessary, light attack duties. Twin machine guns were placed in the nose and hardpoints could be mounted on the wings. Armed Magisters would be used in the 1960s Congolese Wars (by Katanga), the Western Sahara War (by Morocco), and the Salvadorean Civil War (by the El Salvador government). Most famously, they would be pressed into service by Israel in the Six-Day War, where they were used against Arab forces--ironically, often using captured Egyptian rocket pods! Results were mixed in all cases: because the CM.170 lacked ejection seats, getting out of a burning Magister at high speed was problematic at best.
The Magister would remain in service with France and most other nations until the early 1980s, when it was replaced by the Dassault/Dornier Alpha Jet by most users. Israel's Magisters were continually updated with new, homegrown technology, to the point that the IAI Tzukit license-built version was a Magister only in body. Israel did not replace its beloved Tzukits until around 2008. 929 Magisters were produced, and many have survived in the hands of civilian owners.
This Magister entered service with the Armee de l'Air, flying with various training units at Salon de Provence, France. It was withdrawn from service in the late 1970s and stored, before being sold to Airborne Turbine, Inc. in the 1990s. It was sold to a private owner in 2003, and in 2015 donated to the Pima Air and Space Museum.
As a kid going to my first European airshow at Ramstein in 1978, I got to see the Patrouille de France in one of their last years in the Magister. I remember how elegant and even quiet their performance was. This one is in a particularly attractive scheme.
Board of gujarat syllabus The Gujrat secondary and higher secondary board of education abbreviated as GSEB is a government of Gujrat body that is responsible for the intellectual direction of study and higher education in the state. The main function of the Gujrat secondary and higher secondary board of education is the preparation of syllabus for the schools. The duties of recognizing the new schools, the performance of the schools and inspection of the various schools that is associated with the board. Besides all that GSEB conducts two main exams every year that are secondary school certificate (SSC) for the 10th standard students and for 12th standard HSC exam that refers to the higher secondary education in the state.
Preschool Curriculum Play School Curriculum Preschool Syllabus Play School Syllabus Kindergarten Curriculum Kindergarten Syllabus
Beginning in 1952, the USAF decided to go to an all-jet training syllabus, and needed jet trainers to replace its current fleet of T-6 Texans and supplement its T-33 Shooting Stars. Cessna offered its Model 318, which was a simple, low-winged trainer with side-by-side seating, which would allow the instructor to more easily correct any student mistakes and point out the features of the aircraft. By making the aircraft low to the ground, it eliminated the need for ladders, and Cessna deliberately designed a robust, easy to maintain aircraft.
The USAF liked what it saw, and ordered it as the XT-37. Some initial problems emerged, such as the placement of the intakes, which the USAF feared would cause the XT-37 to ingest foreign objects; in response, Cessna designed screens that would come down over the intakes when the landing gear was lowered. The XT-37 was also a little fast on approach due to its clean airframe design, and speedbrakes were added. The first T-37A flew in 1955 and went into production, though the T-37A was superseded on the production line by the T-37B, which had uprated engines in response to the USAF’s complaint that the T-37 was underpowered. This version remained in production until 1973, with 1239 eventually produced. It would also serve as the basis for the OA-37B Dragonfly counterinsurgency aircraft.
The T-37, as designed, was a reliable workhorse trainer aircraft, and was liked by instructors and students alike, providing a prospective USAF pilot with their first jet experience before going on to the faster T-38 Talon. It replaced the T-6 quickly and later the T-33. The T-37 was not without problems: pilots reported its tendency to go into unrecoverable spins, which led to a larger tail and nose strakes being introduced, but this only mitigated the problem and never completely cured it. The high pitch of its engines also led to its unofficial (later made official) nickname of “Tweet” (short for Tweety Bird) and less complimentary “Screaming Mimi.”
It had been intended to replace the T-37 beginning in the 1980s, but new designs and planned aircraft could not match the Tweet’s reliability and handling characteristics. As a result, the USAF ended up keeping the T-37 in service much longer than anticipated, and ironically its replacement would be the namesake of the aircraft it had replaced in the 1950s—the T-6A Texan II. The last T-37s were withdrawn from USAF service in 2009. 18 other nations flew or continue to fly Tweets as well.
In this shot, the Asas de Portugal makes a pass over the crowd in the arrow formation, just about to transition to a more spread formation (hence why the leader looks a bit out of position). Dad got this picture at the Ramstein airshow in 1978.
*Dear Nature lovers, *
*It give us immerse pleasure in informing you that our vision, hard work
and dedication on the front of "Paryawaran Sachetak Samiti (PSS)" is being
acknowledges by various corners. *
*The latest in this series is the biography of Mr Vijaypal Baghel, the
renowned Environmentalist and president of PSS has been acknowledges by the
NCERT (National Council for Education Research & Training, Govt. of India)
and such organization has incorporated the same is in the syllabus/book
namely 'EVOLUTION' of 8th class in the Social Science Subject under the
title "People Who Made the Difference". *
*It really give us more responsibilities in churning out our activities
with same goal. *
*Thanks & Regards.*
*PSS TEAM*,
*http://paryawaransachetak.com *
*http://paryawaransachetak.webs.com *
*emails- info@paryawaransachetak.com ,
greenmanbaghel@gmail.com ,
paryawaran_sachetak@yahoo.com *
*Contacts- +91 9412860010 , +91 9312644122
*
*“Save Paper-Save Environment - Avoid printing of this mail”*
12.5.13
The Art of the Syllabus exhibition displays the works over the semester of individuals from Arcadia University, Carson Valley Children's Air, and Depaul Homeless shelter.
Photographer: Christina Yee '14
Preschool Curriculum Play School Curriculum Preschool Syllabus Play School Syllabus Kindergarten Curriculum Kindergarten Syllabus
Preschool Curriculum Play School Curriculum Preschool Syllabus Play School Syllabus Kindergarten Curriculum Kindergarten Syllabus
+++ 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:
During November 1981, Kawasaki was selected as the main contractor to design and manufacture a suitable trainer aircraft to meet the needs of Japan's MT-X program, having beaten out rival bids from Mitsubishi and Fuji. The MT-X program had been launched to procure a replacement for the aging Lockheed T-33 and Fuji T-1 jet trainer aircraft then in service in the Japan Air Self Defense Force (JASDF). Furthermore, there was also a desire for the prospective trainer aircraft to take over some of the syllabus that was being handled by the contemporary Mitsubishi T-2, a supersonic trainer variant of the Mitsubishi F-1 fighter aircraft. The initial program planned for a production run of 220 aircraft and an entry into service date of 1988.
The type had to demonstrate a range of transonic aerodynamic effects, as well as achieving a high level of maneuverability, a relatively low operating cost, and high reliability levels. Easy handling was also required so that trainees could convert from the piston-engine Fuji T-3 after accumulating only 70 flying hours. Furthermore, the economics for operating the type was to be comparable to the leading international competitors at that time.
The design had to incorporate other political desires as well. There was a great value placed upon powering the type with the first all-Japanese production turbofan engine, the Ishikawajima-Harima F3-IHI-30. Reportedly, the selection of a twin-engine configuration for the trainer was one of the easiest decisions taken, being made not just for engine power but from a high priority being placed upon safety. A robust, damage-tolerant, and long-lived structure was also specified for the trainer; to achieve this, it was decided to make limited use of composite materials in the form of carbon fiber and kevlar in areas such as the nose tip and elements of the rear wing, tail unit, and undercarriage. Extensive use of computer-aided design (CAD) and computer-aided manufacturing (CAM) techniques was also applied.
Out of these efforts emerged the T-4, a clean-sheet indigenously developed trainer aircraft. According to aerospace publication Flight International, it was considered plausible for the T-4 to have been a competitive product upon the global trainer aircraft market if it had been priced appropriately, but such export opportunities were denied by a long-standing Japanese policy that prevented any military export sales. As such, there was no realistic prospect of the type being sold to overseas customers and it was from the start developed with the understanding that the T-4 would be used only by the JASDF.
On 29 July 1985, the prototype for the type, designated as the XT-4, performed its maiden flight. On 28 June 1988, the first production T-4 conducted its first flight; deliveries to the JASDF began in September of that year. Manufacture of the T-4 was performed by a consortium consisting of Mitsubishi, Fuji, and Kawasaki, the latter providing leadership over the venture. Originally, an eight-year production run was planned for, but production was resumed in the late Nineties for a dedicated attack variant of the T-4, the Kawasaki A-2.
The A-2 had its roots in the Japanese FS-X program that eventually spawned the Mitsubishi F-2 multirole fighter, the result of lengthy and tedious negotiations between Japan and the USA that had started in 1984. The F-2 was derived from the General Dynamics F-16 Fighting Falcon, with a 60/40 split in manufacturing between Japan and the United States. The basis of the F-2's design was the F-16 “Agile Falcon”, an unsuccessful offer by General Dynamics to provide a low-cost alternative for the Advanced Tactical Fighter (ATF) competition that eventually yielded the USAF’s F-22.
F-2 production started in 1996 and the first aircraft entered service in 2000, even though production numbers remained low and in 2008 only the 76th of 98 planned production aircraft had entered service. The F-2 was to replace Japan’s first indigenous supersonic fighter aircraft, the F-1, and Japan’s aging F-4EJ fleet in the strike role. However, the F-2’s concept and the F-1 retirement left the JASDF with a tactical gap in the homeland defense: a sturdy and relatively light and economical strike aircraft that would primarily operate at low altitude and over home terrain, to support ground forces, fend off potential landing troops and attack naval targets relatively close to the coastline. Taking out small, moving ground targets with precision ammunition and engaging enemy helicopters and low-flying aircraft were also included into the aircraft’s requirements.
Again, Japan decided to go its own way and develop an indigenous solution, called the LA-X program, tailored to domestic needs. To save development time and money (and learning from previous projects that had taken much longer than expected to materialize), the existing Kawasaki T-4 airframe was chosen as development basis in 1993. What spoke for the T-4 was its sturdy, damage-tolerant structure, ease of maintenance and the existence of a complete infrastructure within the JASDF. The T-4’s production line at Kawasaki's plant in Gifu was also still fully available, and it was assumed that the first production aircraft would arrive at JASDF units from 1998 on.
To create a true attack aircraft from the two-seat trainer, considerable modifications had to be made. The most obvious and dramatic change was a completely new front section with an armored cockpit for just a single pilot and the integration of an internal gun. The nose was lowered and wedge-shaped to improve the pilot’s field of view, which also sat further forward now. This was further improved by unusually deep side windows that greatly enhanced the pilot's field of view downwards. To generate space for new/additional equipment in the nose tip (see below) the new twin wheel front landing gear now retracted backwards. The cockpit glazing consisted of flat, armored panels and gave the aircraft a rather brutish look, reminiscent of the Soviet Suchoj Su-25 “Frogfoot”. Additional composite armor material was integrated into the lower fuselage to protect the cockpit, the engines and other vital components placed between them. The odd new cockpit arrangement quickly earned the aircraft the nickname 'Sasori' (Scorpion Fish, which was never officially adopted but frequently used in public media and even in military circles.
Under the nose tip was a small turret with a laser rangefinder/target designator for precision ammunitions, Mk82 and M117 smart bombs outfitted with the indigenous GCS-1 IR seeker head could be deployed, too.
While the aircraft did not feature a search radar with a classic radome in the nose to keep the pilot's field if view free, an avionics pallet with a relatively simple J/AWG-12 radar could be mounted in the electronics bay behind the cockpit, and using one of the MFDs in the cockpit to show the radar's readings. However, under the nose and behind the small laser sensor turret, a flat doppler radar scanner was installed to enhance low-level operations and navigation. To make the optional J/AWG-12 operational, though, a small radome had to be carried in an external pod, normally on one of the stations under the air intakes. This gave the LA-X high operational flexibility and even a limited all-weather capability. The radar also enabled the aircraft deploy the indigenous Type 80 and Type 93 (also known as ASM-1 and -2, respectively) air-to-ground missiles, primarily against naval targets but also capable of engaging land targets.
In the lower hull, mounted into the right side of the landing gear well, a 25mm Oerlikon KBA autocannon was integrated, a potent weapon that was already in use by the JGSDF and mounted to some light armored vehicles. The Oerlikon KBA was a positively locked, gas-operated cannon with a rotating bolt head and a dual-belt selective feed system. The nominal rate of fire in burst mode was 600 rpm but it could be adjusted electronically and reduced from single shots through four-round bursts to a selectable automatic fire range between 175 to 300 rounds per minute. For the LA-X it was rigged to a new lightweight mount, which itself was fixed to a service pallet that could be lowered for easy field maintenance. Ammunition was carried in two containers that held up 150 rounds each and could be quickly exchanged, reducing turnaround time, too. Due to its firepower, its range of available ammunition types and an "Instant Ammunition Selection Device" (IASD), which allowed the gunner to easily switch between armor-piercing and high-explosive rounds from the two feeds, the KBA cannon could effectively engage a wide range of targets, including lightly armored vehicles, infantry, anti-tank positions, helicopters, combat aircraft and even ships.
Other visible differences from the T-4 were enlarged leading edge extensions at the wing roots that improved the aircraft’s low-speed handling, and small wing fences. Not visible were several reinforcements to fuselage, landing gear and the wings, so that the aircraft could better cope with the raised overall weight and the expected rigid maneuvers at low altitude while maintaining the T-4’s service life expectancy of 7.500 flying hours. The number of hardpoints was raised from five to nine – an additional pair of pylons was added to the wing tips for defensive air-to-air missiles like the AIM-9 Sidewinder or the indigenous AAM-3/Type 90 missile. Another pair of hardpoints was added underneath the air intakes, even though these could only hold light loads of up to 500 lb (227 kg) each and were primarily intended to carry external sensor pods like an LANTIRN system for all-weather capabilities or ECM pods. However, single Mk. 82 bombs or LAU-7 pods with unguided 70 mm rockets could be carried on them, too.
With a raised ordnance load of 3,000 kg (6,614 lb) and the changes to the airframe, the LA-X’s maximum TOW was raised from 7.500 kg (16,535 lb) to 10.000 kg (22.026 lb). This was compensated for through uprated Ishikawajima-Harima F3-400-I turbofan engines, a development of the T-4’s F3-IHI-30 engines. The F3-400-I featured an upgraded high-pressure turbine and an improved FADEC, which delivered 25% more thrust and could theoretically even be outfitted with an afterburner, even though this was not intended for the LA-X. Overall performance, except for the initial rate of climb, did not change much, though.
Despite its T-4 ancestry, the LA-X received a separate JASDF service designation and became the A-2.
The overall development lasted – notwithstanding the attempt to speed the process up – for almost ten years, though. The first serial production A-2s were delivered in late 2002 and gradually replaced the last operational Mitsubishi F-1 fighter bombers in JASDF service until 2006. A total of 64 machines were ordered and produced; the final batch of eight factory-new A-2s was delivered until 2008, and the machines were allocated to two wings, based in Southern and Northern Japan, the JASDF's 308th and 309th hikotai, respectively.
General characteristics:
Crew: 1
Length: 12,02 m (39 ft 4 1/2 in) hull only
12,95 m (42 ft 5 in) overall
Wingspan: 9.94 m (32 ft 7 in),
10,15 m (33 ft 3 in) with wing tip missile launch rails
Height: 4.75 m (15 ft 6 3/4 in)
Wing area: 22.00 m² (223.75 sq ft)
Aspect ratio: 4.7:1
Empty weight: 4.100 kg (9,030 lb)
Max takeoff weight: 10.000 kg (22,025 lb)
Fuel capacity: 2,241 L (493 imp gal; 592 US gal) internal fuel
Powerplant:
2× Ishikawajima-Harima F3-400-I turbofans, with 20,5 kN (4,610 lbf) thrust each
Performance:
Maximum speed: 1.102 km/h (684 mph, 599 kn) at sea level
Stall speed: 160 km/h (99 mph, 87 kn)
Range: 1,668 km (1,036 mi, 901 nmi) with two 450 L (99 imp gal; 120 US gal) drop tanks
Service ceiling: 15,240 m (50,000 ft)
Rate of climb: 70 m/s (13,760 ft/min)
Armament
1× internal 25mm Oerlikon KBA autocannon with a total of 300 rounds in two magazines
9× hardpoints (2 on wingtips, 4 underwing, 3 under the fuselage) with a total external ordnance
capacity of 3,000 kg (6,614 lb), including guided and unguided missiles and bombs, drop tanks,
ECM and sensor pods, practice bombs, or target towing equipment
The kit and its assembly:
In the past, I have converted a number of Kawasaki T-4s into fictional Saab Sk 90 trainers, even though these were primarily cosmetic and not structural mods. When I recently finished a Hungarian Sk 90 in a soviet-style sand/green livery, it struck me that the T-4’s outlines resemble those of the (bigger) Suchoj Su-25’s a lot. From this inspiration the idea of a single-seater attack variant of the T-4 for the JASDF, maybe as a simpler/modest replacement for the indigenous F-1 for 2000 onward, was born.
Adapting the two-seater to the attack role required a new cockpit section, and I went for a thorough conversion: instead of simply making it a single seater from OOB parts (like the Mitsubishi F-1 with a faired-over rear cockpit) I transplanted the front section from a Eurocopter PAH-1 Tiger, with its short nose, the whole front cockpit and the flat panel canopy. It turned out to be a little wider than the T-4 fuselage, but the area behind the new cockpit had to be sculpted with 2C putty, anyway, so I wrapped this filler section around the whole hull, smoothing out the transitional area. The result looks pretty brutal, though!
Due to the modified cockpit position the front landing gear well was modified (effectively reversed) and a sturdier front wheel strut with twin wheels was installed.
The rest of the hull as well as the wing surfaces were taken OOB. Bigger LERXs and small wing fences were sculpted from 0.5mm styrene sheet. Missile launch rails from an Italeri BAe Hawk were added and blended into the rounded original wing tips, too, as well as an additional pair of underwing pylons and hardpoints under the fuselage and the air intakes.
The ordnance, consisting of a pair of ASM-1 missiles as well as four IR-guided Mk. 82 bombs on twin racks and a pair of AAM-3 missiles on the wing tips came from a Hasegawa 1:72 JASDF weapon set. A small LANTIRN pod was scratched from a piece of sprue and mounted to one of the hardpoints under the air intakes.
Painting and markings:
Finding a suitable yet somewhat authentic livery for the A-2 was not easy. I initially favored a bronze green/dark earth “tiger stripe” livery with additional black contrast lines, similar to the JASDF AH-1s, but eventually rejected that because it would IMHO not work well on a fast aircraft that would also operate a lot over naval terrain.
After some search I settled on a rather fragmented (but quite attractive) “Lizard/Europe One” camouflage variant, carried by Japanese C-130s, consisting of FS 34092, 34102 and 36118, with uniform grey undersides. For the model I used Humbrol 149, 117 and 125, respectively. The enamel paints turned partyl out to be of dubious Chinese production (both green tones), so that the paint finish did not turn out as good as expected - too much paint ended up on the model to make the paint coats truly opaque. Later post-shading with slightly lighter tones, after a black ink washing, mended the issue a little, but unfortunately the overall paint quality is rather poor. Hrmpf. :-(
The cockpit tub was painted in anthracite (Revell 06), while the air intakes and the landing gear and its respective wells were painted in glossy white - very conservative. The Japanese Sidewinders and the ASM-1s became medium grey, while the IR-guided bombs received blue training bodies (instead of "hot" iron bombs in olive drab) as a nice color detail.
Decals/markings mostly came from the T-4's OOB sheet, and as a final step the model was sealed with matt acrylic varnish what somewhat improved the poor paint finish, too - but's still not what I expected to achieve.
Even though primarily onle the nose was changed this conversion made the stubby T-4 look like a very much different aircraft - and it inspires many associations, including Su-25 and Yak-130 elements, you can see a gekko and even a scorpion fish in it (what eventually earned it its nichname ;-)). While the paint finish is not as convincing as hoped for I think the overall impression of a JASDF attack aircraft is certainly there, the A-2 looks quite plausible (and ugly, too!).
Beginning in 1952, the USAF decided to go to an all-jet training syllabus, and needed jet trainers to replace its current fleet of T-6 Texans and supplement its T-33 Shooting Stars. Cessna offered its Model 318, which was a simple, low-winged trainer with side-by-side seating, which would allow the instructor to more easily correct any student mistakes and point out the features of the aircraft. By making the aircraft low to the ground, it eliminated the need for ladders, and Cessna deliberately designed a robust, easy to maintain aircraft.
The USAF liked what it saw, and ordered it as the XT-37. Some initial problems emerged, such as the placement of the intakes, which the USAF feared would cause the XT-37 to ingest foreign objects; in response, Cessna designed screens that would come down over the intakes when the landing gear was lowered. The XT-37 was also a little fast on approach due to its clean airframe design, and speedbrakes were added. The first T-37A flew in 1955 and went into production, though the T-37A was superseded on the production line by the T-37B, which had uprated engines in response to the USAF’s complaint that the T-37 was underpowered. This version remained in production until 1973, with 1239 eventually produced. It would also serve as the basis for the OA-37B Dragonfly counterinsurgency aircraft.
The T-37, as designed, was a reliable workhorse trainer aircraft, and was liked by instructors and students alike, providing a prospective USAF pilot with their first jet experience before going on to the faster T-38 Talon. It replaced the T-6 quickly and later the T-33. The T-37 was not without problems: pilots reported its tendency to go into unrecoverable spins, which led to a larger tail and nose strakes being introduced, but this only mitigated the problem and never completely cured it. The high pitch of its engines also led to its unofficial (later made official) nickname of “Tweet” (short for Tweety Bird) and less complimentary “Screaming Mimi.”
It had been intended to replace the T-37 beginning in the 1980s, but new designs and planned aircraft could not match the Tweet’s reliability and handling characteristics. As a result, the USAF ended up keeping the T-37 in service much longer than anticipated, and ironically its replacement would be the namesake of the aircraft it had replaced in the 1950s—the T-6A Texan II. The last T-37s were withdrawn from USAF service in 2009. 18 other nations flew or continue to fly Tweets as well.
56-2259 was originally built as a T-37A and assigned to the 3525th Pilot Training Wing at Williams AFB, Arizona, and was later upgraded to a T-37B. It would remain at Williams until the twilight of its career, when it was transferred to the 64th Flying Training Wing at Reese AFB, Texas. 56-2259 was retired in 1991 and made its way to the Hill AFB Museum a year later.
Today, 56-2259 is suspended from the ceiling along with other trainers at Hill, and wears the white over dark blue training scheme used by the USAF in the late 1980s-early 1990s. By this time, my camera had given out and I was using my cellphone, so I apologize for the JJ Abramsesque lens flare.
Preschool Curriculum Play School Curriculum Preschool Syllabus Play School Syllabus Kindergarten Curriculum Kindergarten Syllabus
12.5.13
The Art of the Syllabus exhibition displays the works over the semester of individuals from Arcadia University, Carson Valley Children's Air, and Depaul Homeless shelter.
Photographer: Christina Yee '14
Mathematics covers a large syllabus and this syllabus is divided in many different branches like algebra, trigonometry, equations, calculus, etc. in this article we start with equations and important topic of algebra and math. Equations play a very important role in mathematics. There are many different types of equations in mathematics like linear equations, differential equations, algebraic equation and so on. Kids, today we are going to discuss about Linear Equations. “A linear equation is an algebraic equation in which each term is either a constant or the product of the constant and a single variable”.Let us take an example of linear equation
Hibiscus syriacus
Rose-of-Sharon or Shrub Althea
(Malvaceae - Mallow Family)
Flower: Very showy, 5-petaled, ranging from white to reddish-purple depending on cultivar, 3 to 4 inches across, perfect, blooms most of the summer as long as the plant is actively growing.
Form: Small tree or upright shrub up to 10 feet in height, pyramidal crown.
'Minerva' - A heavy-blooming cultivar with lavender flowers overcast with some pink, this plant remains smaller and more shrubby (to 9' tall). The flowers have a red eye and the foliage is higher quality than the species. A U.S. National Arboretum introduction reportedly performing well into USDA zone 5.
www.hort.uconn.edu/plants/h/hibsyr/hibsyr1.html
www.cnr.vt.edu/dendro/dendrology/syllabus/factsheet.cfm?I...
www.hcs.ohio-state.edu/hcs/TMI/Plantlist/hi_iacus.html
www.arborday.org/trees/treeGuide/TreeDetail.cfm?ID=170
flower - Rose of Sharon #1 DSCN5322
CMS's allow professors the use of a lot of different functions, including uploading what is expected of you directly to Blackboard.
From the syllabus: "Overall, this will be a course about the tremendous realm and elasticity of free play that the practice of Art affords us within our very structured and bounded culture. Conceptually, we will behave as if can travel back in time, and bring back souvenirs from parallel universes. We will do this by playing with History and established notions of what is 'real' and what is 'true' by fabricating our own quasi-historical narratives. We will attempt, and I propose we will even succeed in substantiating our narratives with our fabricated artifacts." (Randy Regier)
Beginning in 1952, the USAF decided to go to an all-jet training syllabus, and needed jet trainers to replace its current fleet of T-6 Texans and supplement its T-33 Shooting Stars. Cessna offered its Model 318, which was a simple, low-winged trainer with side-by-side seating, which would allow the instructor to more easily correct any student mistakes and point out the features of the aircraft. By making the aircraft low to the ground, it eliminated the need for ladders, and Cessna deliberately designed a robust, easy to maintain aircraft.
The USAF liked what it saw, and ordered it as the XT-37. Some initial problems emerged, such as the placement of the intakes, which the USAF feared would cause the XT-37 to ingest foreign objects; in response, Cessna designed screens that would come down over the intakes when the landing gear was lowered. The XT-37 was also a little fast on approach due to its clean airframe design, and speedbrakes were added. The first T-37A flew in 1955 and went into production, though the T-37A was superseded on the production line by the T-37B, which had uprated engines in response to the USAF’s complaint that the T-37 was underpowered. This version remained in production until 1973, with 1239 eventually produced. It would also serve as the basis for the OA-37B Dragonfly counterinsurgency aircraft.
The T-37, as designed, was a reliable workhorse trainer aircraft, and was liked by instructors and students alike, providing a prospective USAF pilot with their first jet experience before going on to the faster T-38 Talon. It replaced the T-6 quickly and later the T-33. The T-37 was not without problems: pilots reported its tendency to go into unrecoverable spins, which led to a larger tail and nose strakes being introduced, but this only mitigated the problem and never completely cured it. The high pitch of its engines also led to its unofficial (later made official) nickname of “Tweet” (short for Tweety Bird) and less complimentary “Screaming Mimi.”
It had been intended to replace the T-37 beginning in the 1980s, but new designs and planned aircraft could not match the Tweet’s reliability and handling characteristics. As a result, the USAF ended up keeping the T-37 in service much longer than anticipated, and ironically its replacement would be the namesake of the aircraft it had replaced in the 1950s—the T-6A Texan II. The last T-37s were withdrawn from USAF service in 2009. 18 other nations flew or continue to fly Tweets as well.
Built as T-37B 66-7966, this Tweet began its career with the 3630th Flying Training Wing at Sheppard AFB, Texas in 1967. In 1972, it was transferred to the NATO Joint Jet Pilot Training Program (NJJPTP) at Webb AFB, where it trained NATO pilots--the program allowed NATO pilots plenty of room to train in Texas' uncongested skies. Most of the pilots who flew 66-7966 were German. In 1988, it was sent back to Sheppard as part of the 80th FTW, and was retired in 2003. It was donated to the Luftwaffe's training command headquarters at Fort Bliss and was placed on display there. 66-7966 was only there two years before the Luftwaffe transferred its remaining training units to Holloman AFB in New Mexico. Worried that the T-37 would end up being scrapped, several high-ranking Luftwaffe officers intervened, and got 66-7966 donated to the nearby War Eagles Air Museum in Santa Teresa, New Mexico.
Today, 66-7966 is kept in superb shape, still wearing the glossy white over blue scheme that T-37s wore in their last years of service. The aircraft carries the 80th FTW's tail stripe on the tail, above the NATO emblem. One of the Luftwaffe officers that helped save the aircraft has his name on the nose. One of the best preserved Tweets out there, I saw 66-7966 in June 2022.
Board of karnataka syllabus was developed in the year 1966 and after the recognition the board has been working to increase the education ratio in the state. The Karnataka education board is responsible for the school education in the state and the works related to the school education from 1st to 12th standard are handled by the board. The submission of the papers, admit card releases, result announcements, text books series, the syllabus recognition and all the works for the school education are arranged by the board of Karnataka in the state. After the secondary education for the higher education it’s necessary to pass the examination of the SSLC that is conducted by the board in the month of March. The number of the appearing students in the examination is increasing rapidly and this also shows the rapid growth of the education in the state.