+++ DISCLAIMER +++

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

Some background:

The Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

As promised -- a gem of Mercury for Free-for-All Friday. :)

Another day, another beautiful view of Mercury's horizon. In this scene, which was acquired looking from the shadows toward the sunlit side of the planet, a 120-km (75 mi.) impact crater stands out near the center. Emanating from this unnamed crater are striking chains of secondary craters, which gouged linear tracks radially away from the crater. While this crater is not especially fresh (its rays have faded into the background), it does appear to have more prominent secondary crater chains than many of its peers.

This image was acquired on Oct. 2, 2013 by the Wide Angle Camera (WAC) of the Mercury Dual Imaging System (MDIS) aboard NASA's MESSENGER spacecraft, as part of the MDIS's limb imaging campaign. Once per week, MDIS captures images of Mercury's limb, with an emphasis on imaging the southern hemisphere limb. These limb images provide information about Mercury's shape and complement measurements of topography made by the Mercury Laser Altimeter (MLA) of Mercury's northern hemisphere.

The MESSENGER spacecraft is the first ever to orbit the planet Mercury, and the spacecraft's seven scientific instruments and radio science investigation are unraveling the history and evolution of the solar system's innermost planet. During the first two years of orbital operations, MESSENGER acquired over 150,000 images and extensive other data sets. MESSENGER is capable of continuing orbital operations until early 2015.

Credit: NASA/Johns Hopkins Applied Physics Lab/Carnegie Institution

Original image:

www.nasa.gov/content/sunlit-side-of-the-planet-mercury/

More about the MESSENGER mission to Mercury:

www.nasa.gov/mission_pages/messenger/main/index.html

messenger.jhuapl.edu/index.php

For information regarding the use of MESSENGER images, see the image use policy:

messenger.jhuapl.edu/the_mission/image_use.html

View the Mercury MESSENGER photoset:

www.flickr.com/photos/28634332@N05/sets/72157626546158766/

_____________________________________________

These official NASA photographs are being made available for publication by news organizations and/or for personal use printing by the subject(s) of the photographs. The photographs may not be used in materials, advertisements, products, or promotions that in any way suggest approval or endorsement by NASA. All Images used must be credited. For information on usage rights please visit: www.nasa.gov/audience/formedia/features/MP_Photo_Guidelin...

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft onboard is seen inside the Vertical Integration Facility prior to being rolled out to the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 (OFT-2) mission, Thursday, July 29, 2021 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch at 2:53 p.m. EDT Friday, July 30, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

A SpaceX Falcon 9 rocket with the company's Crew Dragon spacecraft onboard is seen as it is rolled to the launch pad at Launch Complex 39A as preparations continue for the Demo-1 mission, Feb. 28, 2019 at the Kennedy Space Center in Florida. The Demo-1 mission will be the first launch of a commercially built and operated American spacecraft and space system designed for humans as part of NASA's Commercial Crew Program. The mission, currently targeted for a 2:49am launch on March 2, will serve as an end-to-end test of the system's capabilities Photo Credit: (NASA/Joel Kowsky)

Vermont Rail System's Champlain Valley Dinner Train meanders south below Bostwick Road outside Shelburne on a hazy early-August evening in 2024. Leading the way out of Burlington was VTR 210, an EMD GP38-2 originally built as a GP40 for the Baltimore & Ohio.

Loch Tummel is a long, narrow loch, seven kilometres (4+1⁄2 miles) northwest of Pitlochry in the council area of Perth and Kinross, Scotland. It is fed and drained by the River Tummel, which flows into the River Tay about 13 km (8 mi) south-east of the Clunie Dam at the loch's eastern end.

The loch is traversed by roads to both north and south. Along the northern side the road is numbered as the B8019, and runs from the Pass of Killiecrankie on the A9 in the east to Tummel Bridge at the head of the loch. The road on the southern side is unclassified, and meets the A9 further south, near to Pitlochry.

The loch gives its name to the Loch Tummel National Scenic Area (NSA), one of 40 such areas in Scotland, which are defined so as to identify areas of exceptional scenery and to ensure its protection by restricting certain forms of development. The Loch Tummel Lyon NSA covers 9,013 hectares (22,272 acres), all of which lies within Perth and Kinross. The NSA covers the hills surrounding the loch, and extends along the River Tummel to also take in the area surrounding the Pass of Killiecrankie on the River Garry.

Loch Tummel is popular with anglers who fish for brown trout and pike. Fishing is managed by the Loch Rannoch Conservation Association, who issue permits and control catches. Loch Tummel Sailing Club is based at Foss on the south west shore of the loch. The loch is also very popular with campers during the spring and summer. The roads on either side of the loch both offer splendid views of the surrounding countryside, especially from the well-known 'Queen's View' from the north shore, which was made famous by Queen Victoria in 1866. This viewpoint offers a magnificent vista over the loch with Schiehallion in the background. It is also claimed that the view was originally named after Queen Isabel, wife of Robert the Bruce, who is said to have hidden in the nearby woods after the Bruce's defeat at the Battle of Methven in 1306.

Areas of forestry around Loch Tummel owned by Forestry and Land Scotland (FLS) form part of the Tay Forest Park, a network of FLS forests spread across the Highland parts of Perthshire that are managed to provide walks and amenities for visitors.

The River Tummel is a tributary of the River Tay, and Loch Tummel is included as part of the River Tay Special Area of Conservation. The designation notes the river system's importance for salmon, otters, brook lampreys, river lampreys and sea lampreys. Brown trout and pike are also present in the loch.

The woods to the north of the loch are home to a number of protected species, including capercaillie, black grouse, red squirrel, pearl-bordered fritillary and juniper.

Loch Tummel from the Queen's View in about 1895. Note the lower water level when compared to the modern image.

Loch Tummel became part of the Tummel Hydro-Electric Power Scheme when the Clunie Dam was constructed by Wimpey Construction at its eastern end in 1950, raising the water level by 4.5 m (15 ft). Prior to this the loch, which is now approximately 11 km (7 mi) long and just under 0 km (1 mi) wide was much smaller, being 4.4 km (2+3⁄4 mi) long and 0.8 km (1⁄2 mi) wide.

Water from Loch Tummel is diverted to Loch Faskally, running via Clunie power station, which has a vertical head of 53 m (174 ft) and a total generating capacity of 61 MW. There is also a power station at Tummel Bridge at the western end of the loch that takes water from Dunalastair reservoir below Loch Rannoch, and discharges into Loch Tummel: this station has a vertical head of 53 m (174 ft) and a total generating capacity of 34 MW.

The northern side of the loch has many archeological sites, including an Iron Age ring fort, abandoned townships, and the remains of Pictish fortified villages. This area also includes the standing stones of Clachan Aoraidh, located at the head of Glen Fincastle in the Allean Forest. Fincastle House, a 17th-century Category A listed building, sits at the eastern end of the strath.

The raising of the loch for hydroelectricity led to the drowning of an artificial island of a type known as a crannog lying off Port an Eilean on the northern side of the loch. The island is now 3 m underwater, and was investigated by the Scottish Trust for Underwater Archaeology and Perth & Kinross Heritage Trust in 2004. A well-made flagstone floor and a flight of steps that led down a distance of 2 m to the loch bed were found. Analysis of one of the timbers found on the site revealed that it dated from around 1840.

Above the head of the loch, there are two bridges over the River Tummel at Tummel Bridge. The original humpbacked bridge was built by General Wade in about 1734 as part of his construction of some 240 miles (390 km) of roads and 30 bridges in Scotland between 1725 and 1737. A modern replacement alongside Wade's bridge carries the traffic from Aberfeldy on the B846 road. The historic drove road of the Road to the Isles leaves Wade's military road at Tummel Bridge, from where it heads west into Lochaber, and Tummel is one of the places mentioned in the Scottish folk song named after the road.

The Highlands is a historical region of Scotland. Culturally, the Highlands and the Lowlands diverged from the Late Middle Ages into the modern period, when Lowland Scots language replaced Scottish Gaelic throughout most of the Lowlands. The term is also used for the area north and west of the Highland Boundary Fault, although the exact boundaries are not clearly defined, particularly to the east. The Great Glen divides the Grampian Mountains to the southeast from the Northwest Highlands. The Scottish Gaelic name of A' Ghàidhealtachd literally means "the place of the Gaels" and traditionally, from a Gaelic-speaking point of view, includes both the Western Isles and the Highlands.

The area is very sparsely populated, with many mountain ranges dominating the region, and includes the highest mountain in the British Isles, Ben Nevis. During the 18th and early 19th centuries the population of the Highlands rose to around 300,000, but from c. 1841 and for the next 160 years, the natural increase in population was exceeded by emigration (mostly to Canada, the United States, Australia and New Zealand, and migration to the industrial cities of Scotland and England.) and passim  The area is now one of the most sparsely populated in Europe. At 9.1/km2 (24/sq mi) in 2012, the population density in the Highlands and Islands is less than one seventh of Scotland's as a whole.

The Highland Council is the administrative body for much of the Highlands, with its administrative centre at Inverness. However, the Highlands also includes parts of the council areas of Aberdeenshire, Angus, Argyll and Bute, Moray, North Ayrshire, Perth and Kinross, Stirling and West Dunbartonshire.

The Scottish Highlands is the only area in the British Isles to have the taiga biome as it features concentrated populations of Scots pine forest: see Caledonian Forest. It is the most mountainous part of the United Kingdom.

Between the 15th century and the mid-20th century, the area differed from most of the Lowlands in terms of language. In Scottish Gaelic, the region is known as the Gàidhealtachd, because it was traditionally the Gaelic-speaking part of Scotland, although the language is now largely confined to The Hebrides. The terms are sometimes used interchangeably but have different meanings in their respective languages. Scottish English (in its Highland form) is the predominant language of the area today, though Highland English has been influenced by Gaelic speech to a significant extent. Historically, the "Highland line" distinguished the two Scottish cultures. While the Highland line broadly followed the geography of the Grampians in the south, it continued in the north, cutting off the north-eastern areas, that is Eastern Caithness, Orkney and Shetland, from the more Gaelic Highlands and Hebrides.

Historically, the major social unit of the Highlands was the clan. Scottish kings, particularly James VI, saw clans as a challenge to their authority; the Highlands was seen by many as a lawless region. The Scots of the Lowlands viewed the Highlanders as backward and more "Irish". The Highlands were seen as the overspill of Gaelic Ireland. They made this distinction by separating Germanic "Scots" English and the Gaelic by renaming it "Erse" a play on Eire. Following the Union of the Crowns, James VI had the military strength to back up any attempts to impose some control. The result was, in 1609, the Statutes of Iona which started the process of integrating clan leaders into Scottish society. The gradual changes continued into the 19th century, as clan chiefs thought of themselves less as patriarchal leaders of their people and more as commercial landlords. The first effect on the clansmen who were their tenants was the change to rents being payable in money rather than in kind. Later, rents were increased as Highland landowners sought to increase their income. This was followed, mostly in the period 1760–1850, by agricultural improvement that often (particularly in the Western Highlands) involved clearance of the population to make way for large scale sheep farms. Displaced tenants were set up in crofting communities in the process. The crofts were intended not to provide all the needs of their occupiers; they were expected to work in other industries such as kelping and fishing. Crofters came to rely substantially on seasonal migrant work, particularly in the Lowlands. This gave impetus to the learning of English, which was seen by many rural Gaelic speakers to be the essential "language of work".

Older historiography attributes the collapse of the clan system to the aftermath of the Jacobite risings. This is now thought less influential by historians. Following the Jacobite rising of 1745 the British government enacted a series of laws to try to suppress the clan system, including bans on the bearing of arms and the wearing of tartan, and limitations on the activities of the Scottish Episcopal Church. Most of this legislation was repealed by the end of the 18th century as the Jacobite threat subsided. There was soon a rehabilitation of Highland culture. Tartan was adopted for Highland regiments in the British Army, which poor Highlanders joined in large numbers in the era of the Revolutionary and Napoleonic Wars (1790–1815). Tartan had largely been abandoned by the ordinary people of the region, but in the 1820s, tartan and the kilt were adopted by members of the social elite, not just in Scotland, but across Europe. The international craze for tartan, and for idealising a romanticised Highlands, was set off by the Ossian cycle, and further popularised by the works of Walter Scott. His "staging" of the visit of King George IV to Scotland in 1822 and the king's wearing of tartan resulted in a massive upsurge in demand for kilts and tartans that could not be met by the Scottish woollen industry. Individual clan tartans were largely designated in this period and they became a major symbol of Scottish identity. This "Highlandism", by which all of Scotland was identified with the culture of the Highlands, was cemented by Queen Victoria's interest in the country, her adoption of Balmoral as a major royal retreat, and her interest in "tartenry".

Recurrent famine affected the Highlands for much of its history, with significant instances as late as 1817 in the Eastern Highlands and the early 1850s in the West.  Over the 18th century, the region had developed a trade of black cattle into Lowland markets, and this was balanced by imports of meal into the area. There was a critical reliance on this trade to provide sufficient food, and it is seen as an essential prerequisite for the population growth that started in the 18th century. Most of the Highlands, particularly in the North and West was short of the arable land that was essential for the mixed, run rig based, communal farming that existed before agricultural improvement was introduced into the region.[a] Between the 1760s and the 1830s there was a substantial trade in unlicensed whisky that had been distilled in the Highlands. Lowland distillers (who were not able to avoid the heavy taxation of this product) complained that Highland whisky made up more than half the market. The development of the cattle trade is taken as evidence that the pre-improvement Highlands was not an immutable system, but did exploit the economic opportunities that came its way.  The illicit whisky trade demonstrates the entrepreneurial ability of the peasant classes. 

Agricultural improvement reached the Highlands mostly over the period 1760 to 1850. Agricultural advisors, factors, land surveyors and others educated in the thinking of Adam Smith were keen to put into practice the new ideas taught in Scottish universities.  Highland landowners, many of whom were burdened with chronic debts, were generally receptive to the advice they offered and keen to increase the income from their land.  In the East and South the resulting change was similar to that in the Lowlands, with the creation of larger farms with single tenants, enclosure of the old run rig fields, introduction of new crops (such as turnips), land drainage and, as a consequence of all this, eviction, as part of the Highland clearances, of many tenants and cottars. Some of those cleared found employment on the new, larger farms, others moved to the accessible towns of the Lowlands.

In the West and North, evicted tenants were usually given tenancies in newly created crofting communities, while their former holdings were converted into large sheep farms. Sheep farmers could pay substantially higher rents than the run rig farmers and were much less prone to falling into arrears. Each croft was limited in size so that the tenants would have to find work elsewhere. The major alternatives were fishing and the kelp industry. Landlords took control of the kelp shores, deducting the wages earned by their tenants from the rent due and retaining the large profits that could be earned at the high prices paid for the processed product during the Napoleonic wars.

When the Napoleonic wars finished in 1815, the Highland industries were affected by the return to a peacetime economy. The price of black cattle fell, nearly halving between 1810 and the 1830s. Kelp prices had peaked in 1810, but reduced from £9 a ton in 1823 to £3 13s 4d a ton in 1828. Wool prices were also badly affected.  This worsened the financial problems of debt-encumbered landlords. Then, in 1846, potato blight arrived in the Highlands, wiping out the essential subsistence crop for the overcrowded crofting communities. As the famine struck, the government made clear to landlords that it was their responsibility to provide famine relief for their tenants. The result of the economic downturn had been that a large proportion of Highland estates were sold in the first half of the 19th century. T M Devine points out that in the region most affected by the potato famine, by 1846, 70 per cent of the landowners were new purchasers who had not owned Highland property before 1800. More landlords were obliged to sell due to the cost of famine relief. Those who were protected from the worst of the crisis were those with extensive rental income from sheep farms.  Government loans were made available for drainage works, road building and other improvements and many crofters became temporary migrants – taking work in the Lowlands. When the potato famine ceased in 1856, this established a pattern of more extensive working away from the Highlands.

The unequal concentration of land ownership remained an emotional and controversial subject, of enormous importance to the Highland economy, and eventually became a cornerstone of liberal radicalism. The poor crofters were politically powerless, and many of them turned to religion. They embraced the popularly oriented, fervently evangelical Presbyterian revival after 1800. Most joined the breakaway "Free Church" after 1843. This evangelical movement was led by lay preachers who themselves came from the lower strata, and whose preaching was implicitly critical of the established order. The religious change energised the crofters and separated them from the landlords; it helped prepare them for their successful and violent challenge to the landlords in the 1880s through the Highland Land League. Violence erupted, starting on the Isle of Skye, when Highland landlords cleared their lands for sheep and deer parks. It was quietened when the government stepped in, passing the Crofters' Holdings (Scotland) Act, 1886 to reduce rents, guarantee fixity of tenure, and break up large estates to provide crofts for the homeless. This contrasted with the Irish Land War underway at the same time, where the Irish were intensely politicised through roots in Irish nationalism, while political dimensions were limited. In 1885 three Independent Crofter candidates were elected to Parliament, which listened to their pleas. The results included explicit security for the Scottish smallholders in the "crofting counties"; the legal right to bequeath tenancies to descendants; and the creation of a Crofting Commission. The Crofters as a political movement faded away by 1892, and the Liberal Party gained their votes.

Today, the Highlands are the largest of Scotland's whisky producing regions; the relevant area runs from Orkney to the Isle of Arran in the south and includes the northern isles and much of Inner and Outer Hebrides, Argyll, Stirlingshire, Arran, as well as sections of Perthshire and Aberdeenshire. (Other sources treat The Islands, except Islay, as a separate whisky producing region.) This massive area has over 30 distilleries, or 47 when the Islands sub-region is included in the count. According to one source, the top five are The Macallan, Glenfiddich, Aberlour, Glenfarclas and Balvenie. While Speyside is geographically within the Highlands, that region is specified as distinct in terms of whisky productions. Speyside single malt whiskies are produced by about 50 distilleries.

According to Visit Scotland, Highlands whisky is "fruity, sweet, spicy, malty". Another review states that Northern Highlands single malt is "sweet and full-bodied", the Eastern Highlands and Southern Highlands whiskies tend to be "lighter in texture" while the distilleries in the Western Highlands produce single malts with a "much peatier influence".

The Scottish Reformation achieved partial success in the Highlands. Roman Catholicism remained strong in some areas, owing to remote locations and the efforts of Franciscan missionaries from Ireland, who regularly came to celebrate Mass. There remain significant Catholic strongholds within the Highlands and Islands such as Moidart and Morar on the mainland and South Uist and Barra in the southern Outer Hebrides. The remoteness of the region and the lack of a Gaelic-speaking clergy undermined the missionary efforts of the established church. The later 18th century saw somewhat greater success, owing to the efforts of the SSPCK missionaries and to the disruption of traditional society after the Battle of Culloden in 1746. In the 19th century, the evangelical Free Churches, which were more accepting of Gaelic language and culture, grew rapidly, appealing much more strongly than did the established church.

For the most part, however, the Highlands are considered predominantly Protestant, belonging to the Church of Scotland. In contrast to the Catholic southern islands, the northern Outer Hebrides islands (Lewis, Harris and North Uist) have an exceptionally high proportion of their population belonging to the Protestant Free Church of Scotland or the Free Presbyterian Church of Scotland. The Outer Hebrides have been described as the last bastion of Calvinism in Britain and the Sabbath remains widely observed. Inverness and the surrounding area has a majority Protestant population, with most locals belonging to either The Kirk or the Free Church of Scotland. The church maintains a noticeable presence within the area, with church attendance notably higher than in other parts of Scotland. Religion continues to play an important role in Highland culture, with Sabbath observance still widely practised, particularly in the Hebrides.

In traditional Scottish geography, the Highlands refers to that part of Scotland north-west of the Highland Boundary Fault, which crosses mainland Scotland in a near-straight line from Helensburgh to Stonehaven. However the flat coastal lands that occupy parts of the counties of Nairnshire, Morayshire, Banffshire and Aberdeenshire are often excluded as they do not share the distinctive geographical and cultural features of the rest of the Highlands. The north-east of Caithness, as well as Orkney and Shetland, are also often excluded from the Highlands, although the Hebrides are usually included. The Highland area, as so defined, differed from the Lowlands in language and tradition, having preserved Gaelic speech and customs centuries after the anglicisation of the latter; this led to a growing perception of a divide, with the cultural distinction between Highlander and Lowlander first noted towards the end of the 14th century. In Aberdeenshire, the boundary between the Highlands and the Lowlands is not well defined. There is a stone beside the A93 road near the village of Dinnet on Royal Deeside which states 'You are now in the Highlands', although there are areas of Highland character to the east of this point.

A much wider definition of the Highlands is that used by the Scotch whisky industry. Highland single malts are produced at distilleries north of an imaginary line between Dundee and Greenock, thus including all of Aberdeenshire and Angus.

Inverness is regarded as the Capital of the Highlands, although less so in the Highland parts of Aberdeenshire, Angus, Perthshire and Stirlingshire which look more to Aberdeen, Dundee, Perth, and Stirling as their commercial centres.

The Highland Council area, created as one of the local government regions of Scotland, has been a unitary council area since 1996. The council area excludes a large area of the southern and eastern Highlands, and the Western Isles, but includes Caithness. Highlands is sometimes used, however, as a name for the council area, as in the former Highlands and Islands Fire and Rescue Service. Northern is also used to refer to the area, as in the former Northern Constabulary. These former bodies both covered the Highland council area and the island council areas of Orkney, Shetland and the Western Isles.

Much of the Highlands area overlaps the Highlands and Islands area. An electoral region called Highlands and Islands is used in elections to the Scottish Parliament: this area includes Orkney and Shetland, as well as the Highland Council local government area, the Western Isles and most of the Argyll and Bute and Moray local government areas. Highlands and Islands has, however, different meanings in different contexts. It means Highland (the local government area), Orkney, Shetland, and the Western Isles in Highlands and Islands Fire and Rescue Service. Northern, as in Northern Constabulary, refers to the same area as that covered by the fire and rescue service.

There have been trackways from the Lowlands to the Highlands since prehistoric times. Many traverse the Mounth, a spur of mountainous land that extends from the higher inland range to the North Sea slightly north of Stonehaven. The most well-known and historically important trackways are the Causey Mounth, Elsick Mounth, Cryne Corse Mounth and Cairnamounth.

Although most of the Highlands is geographically on the British mainland, it is somewhat less accessible than the rest of Britain; thus most UK couriers categorise it separately, alongside Northern Ireland, the Isle of Man, and other offshore islands. They thus charge additional fees for delivery to the Highlands, or exclude the area entirely. While the physical remoteness from the largest population centres inevitably leads to higher transit cost, there is confusion and consternation over the scale of the fees charged and the effectiveness of their communication, and the use of the word Mainland in their justification. Since the charges are often based on postcode areas, many far less remote areas, including some which are traditionally considered part of the lowlands, are also subject to these charges. Royal Mail is the only delivery network bound by a Universal Service Obligation to charge a uniform tariff across the UK. This, however, applies only to mail items and not larger packages which are dealt with by its Parcelforce division.

The Highlands lie to the north and west of the Highland Boundary Fault, which runs from Arran to Stonehaven. This part of Scotland is largely composed of ancient rocks from the Cambrian and Precambrian periods which were uplifted during the later Caledonian Orogeny. Smaller formations of Lewisian gneiss in the northwest are up to 3 billion years old. The overlying rocks of the Torridon Sandstone form mountains in the Torridon Hills such as Liathach and Beinn Eighe in Wester Ross.

These foundations are interspersed with many igneous intrusions of a more recent age, the remnants of which have formed mountain massifs such as the Cairngorms and the Cuillin of Skye. A significant exception to the above are the fossil-bearing beds of Old Red Sandstone found principally along the Moray Firth coast and partially down the Highland Boundary Fault. The Jurassic beds found in isolated locations on Skye and Applecross reflect the complex underlying geology. They are the original source of much North Sea oil. The Great Glen is formed along a transform fault which divides the Grampian Mountains to the southeast from the Northwest Highlands.

The entire region was covered by ice sheets during the Pleistocene ice ages, save perhaps for a few nunataks. The complex geomorphology includes incised valleys and lochs carved by the action of mountain streams and ice, and a topography of irregularly distributed mountains whose summits have similar heights above sea-level, but whose bases depend upon the amount of denudation to which the plateau has been subjected in various places.

Climate

The region is much warmer than other areas at similar latitudes (such as Kamchatka in Russia, or Labrador in Canada) because of the Gulf Stream making it cool, damp and temperate. The Köppen climate classification is "Cfb" at low altitudes, then becoming "Cfc", "Dfc" and "ET" at higher altitudes.

Places of interest

An Teallach

Aonach Mòr (Nevis Range ski centre)

Arrochar Alps

Balmoral Castle

Balquhidder

Battlefield of Culloden

Beinn Alligin

Beinn Eighe

Ben Cruachan hydro-electric power station

Ben Lomond

Ben Macdui (second highest mountain in Scotland and UK)

Ben Nevis (highest mountain in Scotland and UK)

Cairngorms National Park

Cairngorm Ski centre near Aviemore

Cairngorm Mountains

Caledonian Canal

Cape Wrath

Carrick Castle

Castle Stalker

Castle Tioram

Chanonry Point

Conic Hill

Culloden Moor

Dunadd

Duart Castle

Durness

Eilean Donan

Fingal's Cave (Staffa)

Fort George

Glen Coe

Glen Etive

Glen Kinglas

Glen Lyon

Glen Orchy

Glenshee Ski Centre

Glen Shiel

Glen Spean

Glenfinnan (and its railway station and viaduct)

Grampian Mountains

Hebrides

Highland Folk Museum – The first open-air museum in the UK.

Highland Wildlife Park

Inveraray Castle

Inveraray Jail

Inverness Castle

Inverewe Garden

Iona Abbey

Isle of Staffa

Kilchurn Castle

Kilmartin Glen

Liathach

Lecht Ski Centre

Loch Alsh

Loch Ard

Loch Awe

Loch Assynt

Loch Earn

Loch Etive

Loch Fyne

Loch Goil

Loch Katrine

Loch Leven

Loch Linnhe

Loch Lochy

Loch Lomond

Loch Lomond and the Trossachs National Park

Loch Lubnaig

Loch Maree

Loch Morar

Loch Morlich

Loch Ness

Loch Nevis

Loch Rannoch

Loch Tay

Lochranza

Luss

Meall a' Bhuiridh (Glencoe Ski Centre)

Scottish Sea Life Sanctuary at Loch Creran

Rannoch Moor

Red Cuillin

Rest and Be Thankful stretch of A83

River Carron, Wester Ross

River Spey

River Tay

Ross and Cromarty

Smoo Cave

Stob Coire a' Chàirn

Stac Polly

Strathspey Railway

Sutherland

Tor Castle

Torridon Hills

Urquhart Castle

West Highland Line (scenic railway)

West Highland Way (Long-distance footpath)

Wester Ross

+++ DISCLAIMER +++

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

Some background:

The Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard is seen on the launch pad after it was rolled out of the Vertical Integration Facility to the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 (OFT-2) mission, Monday, Aug. 2, 2021 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch at 1:20 p.m. EDT Tuesday, Aug. 3, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Aubrey Gemignani)

+++ DISCLAIMER +++

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

Some background:

The APS-4 was a light-weight, pod-mounted airborne search Radar which was suitable for either Airborne Interception (AI) or Air-to-Surface-Vessel (ASV) applications. It was a member of a series of early air-borne radar equipment and was initially designated as AS-H (“Air-to Surface, version H”). This very advanced equipment for its time was first used by the US Navy on board of carrier-borne night fighter aircraft like respective F6F Hellcat and F4U-2 Corsair variants. The Royal Air Force was impressed enough with the system's performance that it was adopted in 1943 for domestic airframes, too, as an alternative to the British AI radars used on board of early Mosquito, Beaufighter and Defiant night fighters.

The operational use of the machines was hampered by localized skin wrinkling on the wings and fuselage at load attachment points, a problem the type shared with the Mk. XIV day fighter. Even though Supermarine advised that the machines had not been seriously weakened, nor were they on the point of failure, the RAF nevertheless issued instructions in early 1945 that all F and FR Mk XIVs were to be retrospectively fitted with clipped wings to counter the threat. The NF.XX kept their elongated wing tips, however, and were simply limited to a top speed of 370 mph (600 km/h) and not allowed to dive anymore.

General characteristics:

Crew: 2 (pilot, radar operator)

Length: 32 ft 8 in (9.96 m)

Wingspan: 40 ft 2 in (12.2 m)

Height: 10 ft 0 in (3.05 m)

Wing area: 249.7 sq.ft (23.2 m²)

Airfoil: NACA 2213 (root), NACA 2209.4 (tip)

Empty weight: 8,680 lb (3,937 kg)

Gross weight: 10,700 lb (4,853 kg)

Max takeoff weight: 12,530 lb (5,683 kg)

Powerplant:

1× Rolls-Royce Griffon 65 supercharged V12, 2,050 hp (1,530 kW) at 8,000 ft (2,438 m),

driving a 5-bladed Jablo-Rotol propeller

Performance:

Maximum speed: 400 mph (640 km/h; 353 kn) in FS supercharger gear at 29,500 ft.

Combat range: 460 mi (741 km/400 nmi) with internal fuel only

850 mi (1,370 km/757 nmi)

Ferry range: 1,093 mi (1,759 km/950 nmi)

Service ceiling: 43,500 ft (13,259 m)

Rate of climb: 4,300 ft/min (21.8 m/s) in MS supercharger gear at 2,100 ft.

3,100 ft/min (15.8 m/s) in FS supercharger gear at 22,100 ft.

Time to altitude: 8 mins to 22,000 ft (at max weight)

Wing loading: 32.72 lb/sq ft (159.8 kg/m²)

Power/mass: 0.24

Armament:

4× 20 mm (0.787-in) Hispano Mk II cannon with 120 RPG in the wings

Provision for an auxiliary underfuselage tank, either a fixed conformal 90 gal tank or a

100 gal drop tank.

The kit and its assembly:

Well, Spitfire fans might call it crude to create a whiffy variant that incorporates so many ugly details. But this fever creation came into being through the simple thought: "What would a dedicated Spitfire night fighter with a radar look like?" From this initial creative spark I tried to build this fictional NF.XX variant with available late WWII technology from a Griffon-powered Spitfire.

The basis is the Airfix Spitfire PR.XIX kit, a nice and clean offering, even though the use of this photo recce variant meant some additional work. The radar pod comes wholesale from an F4U night fighter (Fujimi), since the wing installation appeared to me to be the only plausible (and proven) option.

The second cockpit and the "double bubble" canopy come from an RS Models Spitfire Mk.IX UTI trainer, which is/was a domestic conversion made in the Soviet Union. The kit comes with an extra two seater fuselage, so that, despite body donors, almost a complete Spitfire remains (just the cockpit missing, but this can be taken from the Airfix kit).

I also considered the Spitfire TR.IX arrangement, with a stepped bubble canopy, but found that the risen rear cockpit for the instructor would not make sense in a night fighter, so the UTI arrangement with separate canopies on the same level appeared to me to be the most suitable solution for this aircraft and its task.

Surgery was not easy, though: The whole cockpit area was dissected from the RS Models trainer and – together with the internal parts like the bulkheads, dashboards and seats – transplanted into an appropriate gap, cut into the Airfix kit fuselage. The windscreen position on both airframes was used as orientation benchmark.

Basically a simple idea, but, even though you have two Spitfire kits at hand, both models differ slightly from each other in many ways. Material thickness is different, as well as panel lines, which are all there on both models but simply do not fall in line. Internal width and available space is also different, esp. the rear bulkhead was not easy to integrate into the Airfix fuselage. It worked, somehow, but it consequently took some PSR effort and rescribing (at least, both donor kits have engraved details) in order to create this Griffon-powered two-seater.

The extended wings were created through the simple implantation of high altitude wing tips from an AZ Model Spitfire I/II/V/VI kit. They match very well with the Airfix PR.XIX wings, which were simply clipped at the correct position outside of the ailerons. Since the recce Spitfire comes without any weapons I added four brass barrels (Pavla) to the wings, plus respective bulges for the magazines (scratched from sprue) and casing ejector fairings under the wings.

I also changed the vertical rudder. Instead of the separate OOB part from the Spitfire PR.XIX I used a deeper and higher rudder from a late Seafire mark (left over from a Special Hobby kit, IIRC). The part lost its hook and the notch for its deployment mechanism, replaced by a piece of styrene that was PSRed into the rest of the rudder. It’s not an obvious change, but the bigger fin area is a good counterpart to the enlarged wings and the bulkier rear fuselage.

The conformal belly tank was scratched from the upper half of a Matchbox A-10 inner wing. There are aftermarket solutions available, but I simply did not want to spend as much money on a single resin part that no one will clearly see and that’s just as expensive as the whole Airfix basis kit. Some things are just ridiculous.

Painting and markings:

Very simple: classic late war RAF night fighter colors, with Medium Sea Grey and Dark Green (Humbrol 165 and 163, respectively) on the uppers surfaces, plus Night (I used Revell Acrylics 06, Tar Black, which is actually a very dark grey tone) underneath, with a high waterline and a black fin. Looks weird on a Spitfire, but also somewhat cool!? The model received a light black ink wash and some panel post-shading, using a blue-ish hue for the Night undersurfaces.

The interior is classic RAF Cockpit Green (Humbrol 78), the only catchy marking is the red propeller spinner – originally I just wanted to keep the spinner black, too, but found that to be too dull overall.

The markings come from different sources; the codes were created with single Dull Red letters from Xtradecal, roundels and other markings come from various other sheets. The added “G” to the serial number is, BTW, an indication that the aircraft had to be guarded all the time. A nice and appropriate detail for this high tech aircraft of its time. The roundels/fin flashes were taken from another Xtradecal sheet, IIRC they belong to an FAA SB2C Helldiver.

Finally, some wear marks were added with dry-brushed light grey and silver. Exhaust stains were added with dry-brushed dark and light grey, as well as some grinded graphite. A coat of matt acrylic varnish (Italeri) sealed the kit.

I feel a bit guilty of creating the probably ugliest Spitfire possible, with all the add-ons and the weird proportions through the second cockpit and the belly tank. Very massive, at least for this sleek aircraft. The night fighter paint scheme suits the Spitfire surprisingly well, though. Anyway, it’s whifworld, after all, and I tried to go through with the night fighter idea as good and consequential as possible – the fictional NF.XX is just my personal interpretation of the theme.

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard is seen as it is rolled out of the Vertical Integration Facility to the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 (OFT-2) mission, Monday, Aug. 2, 2021 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch at 1:20 p.m. EDT Tuesday, Aug. 3, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard is seen on the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 mission, Wednesday, May 18, 2022 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch on 6:54 p.m. ET on May 19, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

Planet Earth's horizon stretches across this recent Solar System group portrait, seen from the southern hemisphere's Las Campanas Observatory. Taken before dawn it traces the ecliptic with a line-up familiar to November's early morning risers. Toward the east are bright planets Venus, Mars, and Jupiter as well as Regulus, alpha star of the constellation Leo. Of course the planets are immersed in the faint glow of zodiacal light, visible from the dark site rising at an angle from the horizon. Sometimes known as the false dawn, it's no accident the zodiacal light and planets both lie along the ecliptic. Formed in the flattened protoplanetary disk, the Solar System's planet's all orbit near the ecliptic plane, while dust near the plane scatters sunlight, the source of the faint zodiacal glow. via NASA ift.tt/1NvB8f9

A flow test of the Ignition Overpressure Protection and Sound Suppression water deluge system is in progress at Launch Pad 39B at NASA's Kennedy Space Center in Florida, on Oct. 15, 2018. At peak flow, the water reaches about 100 feet in the air above the pad surface. It flows at high speed from a holding tank through new and modified piping and valves, the flame trench, flame deflector nozzles and mobile launcher interface risers. The testing is part of Exploration Ground System's preparation for the new Space Launch System rocket. Modifications were made to the pad after a previous wet flow test, increasing the performance of the system. During the launch of Exploration Mission-1 and subsequent missions, this water deluge system will release about 450,000 gallons of water across the mobile launcher and Flame Deflector to reduce the extreme heat and energy generated by the rocket during ignition and liftoff. Photo credit: NASA/Kim Shiflett

NASA image use policy.

Elephants are found in savannas and low forest.

Their diet is at least 50% grasses, supplemented with leaves, bamboo, twigs, bark, roots, and small amounts of fruits, seeds and flowers.

Because elephants only digest 40% of what they eat, they have to make up for their digestive system's lack of efficiency in volume.

An adult elephant can consume 140–270 kg (300–600 lb) of food a day. 60% of that food leaves the elephant's body undigested

Rainy skies over the city this afternoon as a low pressure system slowly departs our area. This same system had brought convective thunderstorms to the region this week. Pic taken from around San Jose, CA.

Weather update:

Thunderstorms have erupted throughout the state this week, courtesy of a very slow moving low pressure system. This system's eastward movement was very slow and the counter clockwise flow around the low had kept us in a rainy, unsettled weather pattern the past couple days or so. However, things were to start to dry out. By Monday of the following week, high pressure was forecast to be back along the coast...

(Saturday afternoon, May 7, 2016; 2:56 p.m.)

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard is seen as it is rolled out of the Vertical Integration Facility to the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 (OFT-2) mission, Wednesday, May 18, 2022 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch at 6:54 p.m. ET on May 19, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

SN11BVC Alexander-Dennis Enviro 200 Hybrid New July 2011 Colchri. Using BAE Systems's HybriDrive series drive system with Cummins ISBe 4-cylinder engine fitted for power generation. purchased with Grant assistance from Scottish Governments Green Bus Fund

Van Damme State Park consists of beach and upland on the Mendocino Coast. Of all the park system's units along the Mendocino coast, Van Damme is perhaps the richest in terms of historical resources connected with the redwood lumber industry. Its story is a prime example of the struggles and eventual failures of a small, independent lumber operation.

Location/Directions

The park is located three miles south of the town of Mendocino on Highway 1. The highway runs through the park separating the campground and the Fern Canyon trail head to the east and the beach and parking lot to the west.

Seasons/Climate - Recommended clothing

The weather can be changeable; layered clothing is recommended.

Facilities - Activities

The park features the lush Fern Canyon scenic trail system; the Pygmy Forest where mature, cone-bearing cypress and pine trees stand six inches to eight feet tall; and the bog, or Cabbage Patch, where skunk cabbage grows in abundance. The park's ten miles of trail go along the fern-carpeted canyon of Little River. A paved road is used by joggers and bicyclists. The beach is popular with abalone divers.

Kayak Tours

Visitors can get a unique perspective of the coast line by taking the kayak tours, available through a concession agreement, at the Van Damme beach parking lot.

About the Park

Van Damme State Park was named for Charles Van Damme who was born at Little River in 1881, son of John and Louise Van Damme, early settlers of the region. John Van Damme and his wife were a Flemish couple. The patriarch of the family was born in Bredene, Belgium on May 22, 1832. New research indicates that John Van Damme was born in Bredene, Belgium, not Ostend. "Following the sea" for some years, Van Damme, upon his arrival in Mendocino County, later worked in the lumber mill at Little River. In this settlement all of his children were born, including Charles, whose love for the area prompted his acquiring, after some years as a successful operator of the Richmond-San Rafael ferry line, a plot of ground along the redwood coast. Upon his demise this area became a part of the State Park System in 1934.

In those early days lumbering was a major economic factor in the development of the northern coastline. Little River was built as a mill town in 1864 by Ruel Stickney, Silas Coombs and Tapping Reeves after the property, formally called Kents Cove, was purchased from W. H. Kent in 1862. Before long it had attained fame, not only as a lumber port, but as a shipyard as well. Alas, a stand of timber, if logged, does not last forever and by the end of the century, even though logging was periodically moved back into the headwaters of Little River, the mill was forced to close in 1893.

What was left of Little River soon deteriorated; the shipyard, the wharf, the town, several chutes for loading lumber and the lumber mill itself. Activity at the port, which once hummed with activity, declined. Little River's school, once attended by nearly 100 students, closed; its weekly steamship service ended, and a shipyard where, in 1874, Captain Thomas Peterson turned out full-size lumber schooners for the coast wide trade, phased out. Only the schooner Little River returned, to be wrecked on the very beach from which it originally departed.

Plagued by a lack of sufficient timber reserves, fires, substantial loss of business and trade, deterioration of the port's chutes and wharf, the end of coast wide shipping and the attendant decline in population, Little River reverted to a natural state. Its acquisition by the State Park System in 1934, and the subsequent addition of peripheral lands has preserved some of California's most interesting natural resources.

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft onboard is seen on the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 (OFT-2) mission, Thursday, July 29, 2021 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch at 2:53 p.m. EDT Friday, July 30, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Aubrey Gemignani)

see it in motion at: n-e-r-v-o-u-s.com/projects/sets/zoetropes/

nylon 3D printed by Selective Laser Sintering, MDF, electronics, LEDs

A tree-like form with two leaves grows as the disc spins. The zoetrope illustrates Nervous System’s leaf venation inspired algorithm, hyphae, as it grows across 3D surfaces.

30.5 x 30.5 x 21 inches

“B1NR” by DICTO is an innovative, open-source “binary” sculpture system created by the Osaka-based sculptor, using just two standardized components—PET bottle security rings as multi-notch nodes and nylon zip ties as tensioned connectors—to build complex geometric structures from everyday waste.

Why “B1NR”?

The name “B1NR” is a stylized, leet-speak reimagining of “binary,” directly reflecting the system’s strict two-part material ontology: rings (0) and ties (1), evoking digital code through looped nodes and linear edges. This monochrome duality aligns with black-white aesthetics, wordplay on binding/connecting, and the philosophical tension of connection/separation in modular art.

Binary Connection

Like binary code’s 1s and 0s generating infinite complexity from simplicity, B1NR combines rings’ variable notches (unfolded for 3–5+ ports, unlike DeltaZips’ fixed triangles) with zip ties to form diverse polyhedra—from icosahedral frames and dodecahedral DICTOspheres to volumetric hybrids with interlocking PET bottles—all without proprietary parts. This unlocks free, public eco-sculptures via simple notch-pattern rules.

B1NR - COCOON 2024 by DICTO is licensed under CC BY-NC-SA 4.0.

To view a copy of this license, visit creativecommons.org/licenses/by-nc-sa/4.0/

or send a letter to Creative Commons, PO Box 1866, Mountain View, CA 94042, USA.

Boeing’s CST-100 Starliner spacecraft lands at White Sands Missile Range’s Space Harbor, Wednesday, May 25, 2022, in New Mexico. Boeing’s Orbital Flight Test-2 (OFT-2) is Starliner’s second uncrewed flight test to the International Space Station as part of NASA's Commercial Crew Program. OFT-2 serves as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Bill Ingalls)

+++ DISCLAIMER +++

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

Some background:

The Flakpanzer Coelian comprised a family of self-propelled anti-aircraft gun tanks, designed by Rheinmetall during World War II for the German armed forces. In the first years of the war, the Wehrmacht had only little interest in developing self-propelled anti-aircraft guns, but as the Allies developed air superiority, the need for more mobile and better-armed self-propelled anti-aircraft guns increased.

Roundabout 300 Coelian tanks reached frontline units, two third of them were factory-built, and in the course of early 1945 the Coelian family had gradually replaced most of the outdated Panzer IV AA variants and SPAAGs with open turrets. The Coelian tanks were soon joined by the newly produced, dedicated Flakpanzer variants of the Einheitspanzer family, including a twin 55 mm gun on the E-50 chassis and also a monstrous 140 ton anti-aircraft variant of the heavy E-100 chassis, equipped with an automatic twin 8.8cm Flak in a fully enclosed and heavily armored turret.

Specifications:

Crew: Five (commander, gunner, loader/2nd gunner, driver, radio-operator/hull machine gunner)

Weight: 44.8 tonnes (44.1 long tons; 49.4 short tons)

Length: 6.87 m (22 ft 6 in)

Width: 3.42 m (11 ft 3 in) with side skirts

Height: 3.13 m (10 ft 3 in)

Suspension: Double torsion bar, interleaved road wheels

Fuel capacity: 720 litres (160 imp gal; 190 US gal)

Armor:

15–80 mm (0.6 – 3.15 in)

Performance:

Maximum road speed: 46 km/h (29 mph)

Operational range: 250 km (160 mi)

Power/weight: 15.39 PS (11.5 kW)/tonne (13.77 hp/ton)

Engine:

Maybach HL230 P30 V-12 petrol engine with 700 PS (690 hp, 515 kW)

ZF AK 7-200 gear; 7 forward 1 reverse

Armament:

4× 30 mm (1.18 in) MK 103 machine cannon with 3.600 rounds

1× 7.92 mm MG 34 machine gun in the front glacis plate with 2.500 rounds

The kit and its assembly:

This was a spontaneous build, in the wake of other recent whif tanks and using some leftover parts from the kit pile(s). Things started with a KORA 1:72 resin conversion kit with a 2x 37mm FlaK Coelian turret for a Panther chassis – but with broken and bent gun barrels. I had actually stashed the parts away for a potential mecha build/conversion, long ago, but while doing legwork for late German WWII tanks I recently came again across the various anti-aircraft tank designs. And I wondered if mounting the Coelian turret on a Panzer IV chassis would be possible and lead to a compact (and whiffy) new vehicle?

Well, it would not work, because the Coelian turret needs a considerably bigger turret bearing diameter than anything the Panzer IV hull could realistically handle (even the Panther’s Schmalturm is actually a little too wide…), and so I folded the idea up again and put it onto the “vague ideas” pile.

…until I stumbled upon the leftover hull from a Hasegawa Panther Ausf. F in the donor kits pile, which had originally given both of its OOB turrets (a Schmalturm and a standard model) to other conversions. While mating the Coelian turret with its originally intended hull was not a sexy project, I eventually did so, because I could effectively use two leftovers for something sound and well-balanced.

Concerning the assembly phase, there’s not much to tell about the Hasegawa Panther Ausf. F. Fit is good, a simple kit, and it comes, as a benefit, with optional all-steel wheels which I used for my conversion, changing the overall look to a true late war model. Only the opening for the turret had to be widened in order to accept the new resin turret.

The latter only consists of two parts: the massive core section and a separate weapon mount. The latter was in so far modified that I added a simple metal peg which can be switched between two holes in the turret hull, for two gun positions.

Since the original gun barrels had to be replaced, anyway, I did a thorough (and fictional) modification: I used four 1:48 20 mm brass barrels for a Flak 38 Flakvierling (from RB Models) and mounted them in two staggered pairs onto the original cannon fairing. The resulting gun array looks impressive and even realistic, and, thanks to the scale-o-rama effect, the 1:48 parts have the perfect size for 30 mm cannon barrels in 1:72!

Painting and markings:

Something “German”, but nothing spectacular, so I ended up with another variant of the Hinterhalt scheme, found on a Jagdpanther from the Ardennenoffensive period. In this case, the prominent colors are Dunkelgelb and Olivgrün in broad stripes, separated by blurred, thin lines made of Rotbraun.

As a little twist I wanted to modify the scheme in so far that this vehicle was to show its conversion heritage in a workshop, so hull and turret received different basic tones as an initial step.

The hull and all wheels were painted with matt RAL 7028 (a modern equivalent to the WWII Dunkelgelb), while the turret received a red primer coat with Oxidrot (RAL 3009). On top of these, wide green bands (RAL 6003 from Modelmaster) and separating russet (Humbrol 113) stripes were painted with brushes. In order to brighten up the relatively dark turret, some yellow mottles were added on the Oxidrot areas (using Revell 16).

Once dry, the whole surface received a sand paper treatment, so that the RAL 7028 would shine through here and there, as if worn out. After a dark brown wash, details were emphasized with dry-brushing in light grey and beige. Decals were puzzled together from various German tank sheets, and the kit finally sealed with matt acrylic varnish.

The black vinyl tracks were also painted/weathered, with a wet-in-wet mix of black, iron and red brown (all acrylics). Once they were mounted into place, mud and dust around the running gear and the lower hull was simulated with a greyish-brown mix of artist mineral pigments.

A bit of recycling and less exotic than originally hoped for – but it’s still a whiffy tank model, and its proximity to the real but unrealized Coelian project makes this one even more subtle. Pile reduction, one by one…

A line up of metre gauge DMUs on the Linha do Vouga system's main station, Sernada do Vouga. Photo taken on 10 November 1993.

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft onboard is seen as it is rollout out of the Vertical Integration Facility to the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test mission, Wednesday, Dec. 18, 2019 at Cape Canaveral Air Force Station in Florida. The Orbital Flight Test with be Starliner’s maiden mission to the International Space Station for NASA's Commercial Crew Program. The mission, currently targeted for a 6:36 a.m. EST launch on Dec. 20, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

Central hall of metro station Admiralteyskaya on the Frunzensko-Primorskaya Line (Line 5), Kirchpichnyy Pereulok, Saint Petersburg, Russia

Some background information:

The Saint Petersburg Metro is the underground railway system of the city of Saint Petersburg. It has been open since 15th November 1955. Formerly known as the V.I. Lenin Order of Lenin Leningrad Metropoliten, the system exhibits many typical Soviet designs and features exquisite decorations and artwork making it one of the most attractive and elegant metros in the world, maybe only excelled by the Moscow Metro. Due to the city's unique geology, the Saint Petersburg Metro is also one of the deepest metro systems in the world and the deepest by the average depth of all the stations. The system's deepest station, Admiralteyskaya, is located 86 metres below ground. Serving 2.1 million passengers daily (resp. 763.1 million passengers per year), the Saint Petersburg Metro is the 19th busiest metro system in the world.

Opened on 28th December 2011, Admiralteyskaya metro station was designed to relieve congestion at the Nevsky Prospekt and Gostiny Dvor stations, as well as to provide a more direct link to the Hermitage and other notable museums. The station’s name originates from the Admiralty building, which is located nearby. Originally, Admiralteyskaya was going to be built on the Nevsko-Vasileostrovskaya Line, however the construction didn't go underway. Although the need for the station was apparent to the Metro planners for over three decades, the actual construction proved to be a difficult process, as the planners feared that the nearby museums and historical buildings would be adversely affected by construction. Determining the location of the exit proved to be a difficult task too. Finally, it was decided that the exit had to be built on the site of an apartment building on Kirpichnyy Pereulok (in English "Kirpichnyy Alley").

The station is connected to the ground with two consecutive escalators. Since it is very difficult to build escalators longer than 125 metres (410 feet), it was determined to build one long escalator with a length of 125 metres to the intermediate level. From this level a shorter escalator of 25 metres (82 feet) leads to the station. The total depth of the station is 86 metres (282 feet) which makes it the deepest metro station in Saint Petersburg.

In Saint Petersburg’s history, the question of building an underground transport system arose several times, the first time in 1820, when the idea was hatched to build an underground road in a tunnel. By the end of the 19th century, certain interested parties began discussing the possibility of opening the Russian Empire's first metropolitan railway system. Almost all pre-revolutionary designs featured the concept of an elevated metro system, similar to the Paris or Vienna metros. However, as was later discovered through the experience of operating open (ground-level) metro lines in the city, such schemes would likely have resulted in a poor metro service. Unfortunately, at the time, Russian engineers did not have sufficient expertise or technical resources for the construction of deep underground tunnels through the bedrock located far beneath St Petersburg. Hence, it was finally Moscow that got the first underground railway system in the Soviet Union in 1935.

In 1938 the question of building a metro for Saint Petersburg (by then renamed to Leningrad), resurfaced again. The initial project was designed by the Moscow institute 'Metrogiprotrans', but on 21st January 1941, "Construction Directorate № 5 of the People's Commissariat" was founded as a body to specifically oversee the design and construction of the Leningrad Metro. By April 1941, 34 shafts for the initial phase of construction had been finished. During the Second World War construction works were frozen due to severe lack of available funding, manpower and equipment. At this time, many of the metro construction workers were employed in the construction and repair of railheads and other objects vital to the besieged city.

In 1946 Lenmetroproyekt was created, to finish the construction of the metro first phase. A new version of the metro project, devised by specialists, identified two new solutions to the problems to be encountered during the metro construction. Firstly, stations were to be built at a level slightly raised above that of normal track so as to prevent drainage directly into them, whilst the average tunnel width was to be reduced from the 6 metres (20 feet) standard of the Moscow Metro to 5.5 metres (18 feet).

On 3rd September 1947, construction in the Leningrad subway began again and eight years later, on 7 October 1955, the electricity was turned on in the metro l. On 15th November 1955, the subway grand opening was held, with the first seven stations being put into public use. These stations later became part of the Kirovsko-Vyborgskaya Line, connecting the Moscow Rail Terminal in the city centre with the Kirovsky industrial zone in the southwest. Subsequent development included lines under the Neva River in 1958, and the construction of the Vyborgsky Radius in the mid-1970s to reach the new housing developments in the north. In 1978, the line was extended past the city limits into the Leningrad Oblast.

By the time of the USSR's collapse, the Leningrad Metro comprised 54 stations and 94.2 kilometres (58.5 miles) of track. But development even continued in the modern, post-Soviet period. Today, the Saint Petersburg metro comprises five lines with altogether 69 stations and 118,6 kilometres (74 miles) of track. However, the present state is not meant to be the end of the story. Plans have been made to extend the Saint Petersburg Metro to nine lines with altogether 126 stations and 190 kilometres (118 miles) of track. But delays due to the difficult geology of the city's underground and to the insufficient funding have cut down these plans to 17 new stations and one new depot until 2025. At the same time, there are several short and mid-term projects on station upgrades, including escalator replacements and lighting upgrades.

On 3rd April 2017, a terrorist bombing caused an explosion on a train between Sennaya Ploshchad and Tekhnologicheski Institut stations, on the Line 2. 14 people died and over 50 sustained injuries, while Russian president Vladimir Putin was in the city, when the attack happened. On the same day, Russia's National anti-terrorist unit defused another explosive device at Ploshchad Vosstaniya station (which you can see on this picture).

Saint Petersburg (in Russian: Санкт-Петербу́рг) is Russia's second-largest city after Moscow, with currently 5.3 million inhabitants, part of the Saint Petersburg agglomeration with a population of 6.2 million (2015). An important Russian port on the Baltic Sea, it has a status of a federal city. Saint Petersburg is also the fourth-largest city in Europe, only excelled by Istanbul, London and Moscow. Other famous European cities like Paris, Berlin, Rome and Madrid are smaller. Furthermore, Saint Petersburg is the world’s northernmost megapolis and called "The Venice of the North", due to its many channels that traverse the city.

Situated on the Neva River, at the head of the Gulf of Finland on the Baltic Sea, it was founded by Tsar Peter the Great on 27th May 1703. On 1st September 1914, the name was changed from Saint Petersburg to Petrograd, on 26 January 1924 to Leningrad, and on 7 September 1991 back to Saint Petersburg. Between 1713 and 1728 and again between 1732 and 1918, Saint Petersburg was the capital of Imperial Russia. In 1918, the central government bodies moved to Moscow, which is located about 625 kilometres (388 miles) to the south-east.

Saint Petersburg is also the cultural capital of Russia. "The Historic Centre of Saint Petersburg and Related Groups of Monuments" constitute a UNESCO World Heritage Site. Saint Petersburg is home to the Hermitage, one of the largest art museums in the world. Many foreign consulates, international corporations, banks and businesses have offices in Saint Petersburg. The multinational Gazprom company has its headquarters in the newly erected Lakhta Center.

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard is seen on the launch pad at Space Launch Complex 41 ahead of the Orbital Flight Test-2 mission, Wednesday, May 18, 2022 at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 will be Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. The mission, currently targeted for launch on 6:54 p.m. ET on May 19, will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

Soon after the Grouse II was put into service, the URE began developing a heavy munitions variant (GII-HMV) of the system to deal with the Greco-Roman Federation's Gladius system. The result is a much more heavily armed Grouse, equipped with an anti-material energy beam launcher, small rocket pod, close-range pistol, and combat vibro-knife. To aid with the massive recoil and energy drain of the beam launcher, the system's "backpack" unfolds into a bracing structure.

Unfortunately, due to the HMV's increased arsenal, it is considerably slower at moving than the normal Grouse II. For this reason they are often accompanied by a squad of no less than two light systems.

So yeah, this is the first variant of the Grouse II. Fun fact: I actually built this before the basic Grouse II, then I just copied this without all the extra bells and whistles to get the normal model.

On 2 June 2003, ESA’s Mars Express spacecraft headed off to explore our red-hued neighbouring planet. In the 15 years since, it has become one of the most successful missions ever sent to Mars. To mark this milestone comes a striking image of Mars from horizon to horizon, showcasing one of the most intriguing patches of the martian surface and demonstrating the capabilities of the groundbreaking mission.

This view, taken by Mars Express’ High Resolution Stereo Camera, shows the region of Tharsis in all its glory. It sweeps from the planet’s upper horizon — marked by a faint blue haze at the top of the frame — down across a web of pale fissures named Noctis Labyrinthus, part of Valles Marineris, two out of four great volcanoes, and finishes at the planet’s northern polar ice cap (in this perspective, North is to the lower left).

Tharsis was once an incredibly active region, displaying both volcanism and the shifting crustal plates of tectonics, and hosts most of the planet’s colossal volcanoes. Visible here are the volcanoes Pavonis Mons (top right), Ascraeus Mons (top middle), Alba Mons (to the bottom left), and a small sliver of Olympus Mons (to the lower right, continuing out of frame), the troughs and fissures that comprise the canyon system Valles Marineris, and the web-like Noctis Labyrinthus that sits at the canyon system’s western end.

This image was acquired by the HRSC on 12 October 2017 during Mars Express Orbit 17444. The ground resolution in the centre of the image is approximately 1 km/pixel and the images are centred at 245°E/25°N. The colour image was created using data from the HRSC’s nadir (aligned perpendicular to the surface of Mars) and colour channels.

More information

Credits: ESA/DLR/FU Berlin, CC BY-SA 3.0 IGO

Birmingham's boldly designed Selfridges building. Designed by architects Future Systems, the store opened in 2003.

Photographed with my good friend and fellow Walsall photographer Peter Conway.

On Saturday, October 7, more than 1,700 of Rochester Regional Health’s friends and employees gathered at the Joseph A. Floreano Rochester Riverside Convention Center for the system’s signature celebration.

Oranjello loves shoes. Oranjello loved Andrea's shoes, too. Thus, Andrea began singing Elvis's "Blue Suede Shoes", but as "Cat Cum Shoes". It was awesome. Glimmering moments of awesomeness amongst a bunch of unnecessary drama.

laying.

Oranjello the cat, shoes.

upstairs, Clint and Carolyn's house, Alexandria, Virginia.

June 17, 2016.

... Read my blog at ClintJCL at wordpress.com

... Read Carolyn's blog at CarolynCASL at wordpress.com

BACKSTORY: We let Andrea move back in, a second time, after she left alcohol rehab on 6/14. On 6/15, we printed out resumes for her, and she passed out 10 minutes after getting home. On 6/16, she didn't come home. Today, 6/17, she came home, so that we could move her stuff, and get her mattress, which she claimed was worth $2,000. (It was actually worthless.)

I paid Evan to help us. Once we got there, it was a bait-and-switch to move a bunch of other unannounced stuff, almost more than could fit both in Evan's truck and my Chrysler. The mattress had been left in an outdoor stairwell, which is where the person Andrea had lived at *two* places before (who we also know) had dumped it. It had literally been skunked. Like, literal skunk smell was in the mattress. It took us 24hrs to catch on to this fact, and the next day, at our Red Party, we had to have our party guests remove it from our house the next day. That night's sleep was quite unpleasant.

So anyway, as we were there, picking up her matterss, her friend MM (who later was arrested at my house for trespassing and drunk in public), leaves me a voice mail, stating that sheis walking around my property and not understanding why I am not there. We are all at Andrea's previous place, and I had never heard of MM at this time. She ended up not helping with the picking up of Andrea's stuff, but hanging out at our hosue that night.

Come to think of it -- Except for the night Andrea moved in the first time, this was literally the only night she ever actually hung out with us all night, without either passing out, or retreating into her phone and ignoring everything. She still spent most of it talking about religion with her friend MM, having conversations that I later declared were the worst and most annoying conversations to ever be uttered inside my house in 17 years of us living there.

Still though, despite all the obvious red flags, the closeness we felt that night filled us with with a naive hope for a better future.

The following day (6/18), her friend MM, who also helped move her stuff, literally put a drink in her hand and said something to the effect of "just put it in your mouth and taste it a bit". This is NOT what you do to someone coming out of alcohol rehab. This is NOT how a good friend acts.

Her friend MM then passed out and did something unspeakable. On 6/19 or 6/20 we informed her friend MM that she is banned from our house.

On 6/22, her friend MM comes back, angry, banging on our door, screaming in our yard so loud we can hear her over our music, trespassing, and ultimately getting 911 called on her. Of course everyone's night was completely ruined in the process, Carolyn had to wait up past her bedtime for work to talk to the police with me, and the actual people who caused it all -- Andrea and her friend MM -- weren't even there. Andrea finally came back later. Andrea's friend MM's trespassing was the deciding catalyst causing us to asking Andrea to leave a 2nd time on 6/25. She slept at our place on 6/26 and 6/28, then moved out on 6/30.

R.I.P. Andrea. Sorry your shitty friends got in the way, but I doubt we actually could have changed your life trajectory. You let too many people into your life--including us. We had no clue what we'd gotten ourselves into. No clue that in just 5 days after these happy pictures, we'd be calling the police for physical protection for the first time in our lives. We still don't feel as safe in our house, to this day. She came back yet again months later, and we had her arrested, and took her to court, getting a no contact order. Hopefully that is the only measures that will have to be taken. We have taken additional undisclosed legal steps to further ensure our safety, as well as further upgraded our security system(s).

Newcastle-built Robert Stephenson & Hawthorns 0-6-0 tank 'No.40' (W/No.7765 built in 1954) at rest between duties at Ashington colliery in the late-1960s. This loco, fitted with headlights, had been used on the system's passenger services.

© Gordon Edgar collection - All rights reserved. Please do not use my images without my explicit permission

Day 26. TARDIS in orbit.

Picked up a mixed bag of marbles at the dollar store this afternoon.

This image is a composite of 6 different marbles and my TARDIS. I then popped them onto a black background that I digitally painted with a star field.

I think it works.

Enjoy the rest of your weekend.

Seeing as an over zealous group mod can't read, I'll put the info IN ALL CAPS.

STROBIST: YN-460II at 1/4 power WAY camera right BARE to mimic the system's sun. Strato II's.

Jerome H. Powell, Chair

Jerome H. Powell first took office as Chair of the Board of Governors of the Federal Reserve System on February 5, 2018, for a four-year term. He was reappointed to the office and sworn in for a second four-year term on May 23, 2022. Mr. Powell also serves as Chairman of the Federal Open Market Committee, the System's principal monetary policymaking body. Mr. Powell has served as a member of the Board of Governors since taking office on May 25, 2012, to fill an unexpired term. He was reappointed to the Board and sworn in on June 16, 2014, for a term ending January 31, 2028.

For more information, visit www.federalreserve.gov/aboutthefed/bios/board/powell.htm

Brussels National Zaventem airport 04 May 1992.First flight 18/06//1990.On Sunday 17 November 2013 with Tatarstan Airlines livery and registration VQ-BBN tha airplane was destroyed in an accident at Kazan Airport (KZN), Russia. All 44 passengers and six crew members were killed.

Flight 363 departed from Moscow's Domodedovo Airport (DME) at 18:20 local time on a scheduled service to Kazan (KZN).

En route the crew noted that their navigation system's map was displaced. During the descent towards Kazan did not ask for vectors from air traffic control and continued their approach, which was flown 4 km to the north of the published approach procedure due to the map displacement issue.

After turning to final for runway 29 the aircraft was not able to capture the localizer. The flight crew programmed a heading of 250° in the HDG SEL (Heading Select mode) of the autopilot and hurriedly configured the aircraft for landing. The approach was unstabilized and as the aircraft turned towards runway heading the copilot noticed the PAPI lights and saw they were too high. He initiated a go around. At that time the aircraft was at 270m (900 ft) and configured for landing with gear down, 30° flaps. The autopilot was in ALT HOLD mode with altitude programmed at 270 m.

The use of the TO/GA switch caused the autopilot to be switched off. The flaps were raised to 15°, but no manual control inputs were made. The increase in engine power and retracting the flaps caused a pitch-up of the airplane with the pitch angle reaching a value of about to 25°. Indicated airspeed began to decrease, the stabilizer automatically trimmed nose down.

All the time the copilot was engaged in radio communications with the Kazan Tower controller. Subsequently the copilot reminded the captain to raise the undercarriage.

With the pitch angle exceeding 25° the crew began using the control column to reduce the pitch angle. At this point, the aircraft was at an altitude of about 600 meters (2,000 feet), and continued to climb with a vertical speed of 20 m/s. Due to nose down input by the captain and trim system, the pitch angle decreased quickly. Vertical loads decreased to 0,5 g as the aircraft had reached the top of climbing at 2300 feet / 700 meters. Indicated airspeed had decreased to its minimum value of 117 knots.

Vertical loads then decreased to about 0 g, with a negative pitch angle reaching 20°. The aircraft descended at a rate of more than 5000 ft/min (25 m/s).

The EGPWS gave "sink rate" and "pull up" warnings as the aircraft pitch angle reached -60° with a load of -0.9 g.

The aircraft collided with the ground at high speed, over 450 km/h, and a large negative pitch angle of about 75°. From the beginning of the missed approach until the collision with terrain, 45 seconds passed.

The aircraft impacted the ground between the runway and the main taxiway about 1850 m past the runway 29 threshold.

Investigation revealed that the captain received training to become a Boeing 737 captain after serving as a navigator between 1991 and 2010. The copilot used to be a flight engineer (1989 to 2008) and was also trained to become a Boeing 737 pilot. The captain had a very limited knowledge of English, which was considered insufficient to comprehend English language training documents and manuals. As the oversight of the training facility was poor, shortcomings in training were not noticed. Training and safety management within Tatarstan Airlines was considered equally poor.

Probable Cause:

PROBABLE CAUSE (translated from Russian):

The cause of the crash Boeing 737-500 VQ-BBN were systemic deficiencies in the identification of hazards and risk control, as well as a non-functional safety management system in the airline and the lack of control over the level of training of the crew members from the aviation authorities at all levels (Tatar MTU BT, Federal Air Transport Agency), which led to the admission of an unprepared flight crew.

When the missed approach was executed the crew did not recognize the fact that the autopilot was off and the aircraft pitched up to a complex spatial position (Nose up Upset). The PIC's (pilot flying) lack of flying skills in complex spatial positions (Upset Recovery) led to the creation of a large negative overload, loss of spatial orientation and transfer of the aircraft into a steep dive (pitch down to 75°) until the impact with the ground.

The need for a go-around was caused by the position of the aircraft relative to the runway, which was the result of "a map shift" effect (Map shift, an error in the determination of the aircraft position by onboard systems) by about 4 km, the crew's inability in the circumstances to integrated piloting and maintenance of navigation with the required accuracy, and the lack of active assistance of the air traffic control service under the long-term monitoring of significant deviations from the approach procedure.

The Zagreus...

After winning the grand prix rally at the outer orbit, Vield's homeworld Bensin was attacked by the Deepness. He must fly back to save his little brother, unfortunately the only ship that he can take is the one that he can't control, because of its A.I. system's upgraded prejudice program.

Coming to We maps.secondlife.com/secondlife/Riverhunt/178/92/1502

Particle Texture Appliers are designed to go with ELEMENTAL Magic Aura Systems! Each Particle Applier comes with 12 effects that can be added to the system's effects.

Examples of Elemental particle Systems are:

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"https://marketplace.secondlife.com/p/Elemental-Magic-Aura-System-Hud/18899712

marketplace.secondlife.com/p/Elemental-Spiral-Particle-Au...

marketplace.secondlife.com/p/Elemental-Wisps-Particle-Aur...

marketplace.secondlife.com/p/Elemental-Sprinkling-Spirit-...

marketplace.secondlife.com/p/Elemental-Vacuum-Particle-Au...

Thought to be snapped around early 2003, preserved WCT 1964 British United Traction trolleybus No. 83 with UK Metropolitan-Cammell Carriage Works (MCCW) / Metro-Cammell Weyman 'Mark II' B42D bodywork viewed laying over in Wharf St. against the backdrop of the one of the township's premier tourist attraction, the DeMolen windmill, just prior to its completion that year and now a feature of the Te Awahou Riverside Cultural Park along with the Te Awahou Nieuwe Stroom cultural centre.

Operation of preserved trolleybuses in Foxton has ceased being a Foxton visitor drawcard for some 6 years now, although the museum system's overhead is now the only trolleybus overhead to be seen on public roads in NZ's North Island.

WCT 83 EV6758 / 1964 Leyland (BUT) RETB1/1 / 509927 / Metro-Cammell Weyman B42/21D body and seating codes.

Metro-Cammell, fully the Metropolitan Cammell Carriage and Wagon Company (MCCW) was an English manufacturer of railway carriages and wagons, based in Saltley and subsequently Washwood Heath in Birmingham. Bought by GEC Alstom in May 1989, the company was closed in 2005.

The company made trains for railways in the UK and overseas, including the Mass Transit Railway of Hong Kong, Kowloon-Canton Railway (now East Rail Line), the Channel Tunnel, the Tyne and Wear Metro and locomotives for Malaysia's Keretapi Tanah Melayu. Diesel and electric locomotives were manufactured for South African Railways, Nyasaland Railways, Malawi, Nigeria, Trans-Zambezi Railway and Pakistan; DMUs for Jamaica Railway Corporation; and DMUs for National Railways of Mexico. The vast majority of London Underground rolling stock manufactured in mid 20th century was produced by the company. It also designed and built the Blue Pullman for British Railways.

By 1926, they had changed their name again to Metropolitan Carriage, Wagon and Finance Company Ltd.

In 1929, the railway rolling stock business of Cammell Laird and Company was merged as Metropolitan-Cammell Carriage and Wagon Company Ltd, the resulting company being part owned by Vickers and the Cammell Laird group.

MCCW also built bus bodies. In 1932, Metro Cammell Weymann was formed by the MCCW's bus bodybuilding business and Weymann Motor Bodies.

In the Second World War, Metro built tanks again, including the Valentine tank and Light Tank Mk VIII.

Saltley works was closed in 1962 and group administration concentrated at Washwood Heath in 1967.

In May 1989 the railway business was sold to GEC Alsthom (now Alstom) Group. The last trains to be built at the Washwood Heath plant before its closure in 2005 were the Class 390 "Pendolino" tilting trains for the West Coast Main Line modernisation.

Ex Wellington No. 83 is seen here at Foxton Beach. A weekly shoppers service was for a time run from the town to the local beach using a trolleybus from the Foxton Trolleybus Museum towing a trailer on which was mounted a diesel bus engine which drove a trolleybus motor which generated power to drive the actual trolleybus which in turn could then tow the trailer. Photo by Graeme Bennett.

www.sfu.ca/person/dearmond/set/Trans_Web/M3/Wellington/We...

Gare de Lyon 14/02/2019 12h15

Like if we were back in the 1980's and 1990's when the TGV colors were orange like here.

Set TGV 01, named ‘Patrick’, retires after 41 years of service. For this occasion, both power cars got back their original orange livery. Intermediate cars got back SNCF older blue-silver paint scheme, so TGV 01 now sports all three liveries it has had during its active career.

TGV 01 "Patrick"

An explosion of colors to say farewell to the first TGV Sud-Est high-speed train. Set TGV 01, named ‘Patrick’, retires after 41 years of service. For this occasion, both power cars got back their original orange livery. Intermediate cars got back SNCF older blue-silver paint scheme, so TGV 01 now sports all three liveries it has had during its active career.

The SNCF TGV Sud-Est or TGV-PSE was a French high speed TGV train built by Alstom and operated by SNCF, the French national railway company. It is a semi-permanently coupled electric multiple unit and was built for operation between Paris and the south-east of France.

The TGV Sud-Est fleet was built between 1978 and 1988 and operated the first TGV service from Paris to Lyon in 1981.

Originally the sets were built to run at 270 km/h (168 mph) but most were upgraded to 300 km/h (186 mph) during their mid-life refurbishment in preparation for the opening of the LGV Méditerranée. The few sets which still have a maximum speed of 270 km/h (168 mph) operate on routes which have a comparatively short distance on the lignes à grande vitesse, such as those to Switzerland via Dijon. SNCF did not consider it financially worthwhile to upgrade their speed for a marginal reduction in journey time.

In December 2019, all TGV Sud-Est sets were retired from service. In early 2020, a farewell service which included TGV01 (Nicknamed Patrick), the very first TGV train ever build. This train included all 3 liveries that were worn during it's service.

FACTS & FIGURES (SNCF TGV "Sud-Est")

In service: 1981-December 2019

Manufacturer: GEC-Alsthom

Number built: 111

Numbers preserved / scrapped: 7 / 107

Formation: 10 cars (2 power cars, 8 passenger cars)

Capacity: 350

Length: 200 meters

Speed: 300 km/h

Electric system(s): 25 kV 50 Hz AC 1500 V DC

Safety system(s): TVM 300/TVM 430

[ Source & More: Wikipedia - SNCF TGV Sud-Est ]

After the disaster that was the Grouse I, the URE commissioned EP Industries to design a new system instead of relying on their in-house production and design crews. Using modified plans for the Grouse, EP Industries crafted the Grouse II, a far superior version. The system's limbs remain very similar to the original's, but the torso was completely reworked. In addition, the head was outfitted with better armor and sensor systems, bringing it up to date with the Greco-Roman's Gladius systems. Small changes to the Grouse II's armor and mechanics have made it more agile and sturdy than ever before.

Even though the orbital defense force is still made primarily of modified Grouse I's, the Grouse II can be outfitted with a variant version of the original jetpack, allowing for atmospheric and sub-orbital flight.

So I fixed up the grouse a bit, mostly making the chest a bit less chubby. I'm pretty satisfied with how it turned out. As always, fits a fig.

Likes and comments are highly appreciated. Thanks for viewing!

This research explores The National Palace of Culture's signage system. Its different elements are documented, selected and organized in order to reveal the system's logic and its relation with the rest of what is called "The Palace of Culture".

During the late morning of 3rd October 2003, 'SY class '2-8-2 No.1209 crosses a busy street in Pingdingshan City with empty coal wagons from Tianzhuang China Rail yard for an outlying mine on the Pindingshan Mining Railway system. Access to the system's running shed and workshops was gained from below the bridge to the left and the top of the building is visible between the loco's exhaust and white building to the left. This trip to the south of China, covering mostly narrow gauge systems, was plagued with rain for almost every day of the two-week trip and I rendered three umbrellas unserviceable, but what fun it was!

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

NASA astronaut Butch Wilmore, and Boeing Starliner Launch Conductor Louis Atchison, right, watch as Boeing and NASA teams work around Boeing’s CST-100 Starliner spacecraft after it landed at White Sands Missile Range’s Space Harbor, Wednesday, May 25, 2022, in New Mexico. Boeing’s Orbital Flight Test-2 (OFT-2) is Starliner’s second uncrewed flight test to the International Space Station as part of NASA's Commercial Crew Program. OFT-2 serves as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Bill Ingalls)

The Foxton trolleybus museum's Bedford tower truck being used in the restoration of a section of overhead of the museum system's spur line that ran to a reversing wye in Purcell St. after a pole that was used as a traction pole for the overhead was struck by lightening in early October 2000, completely shattering the pole, and the 1977 Bedford tower truck - which had only been sourced from Nelson earlier that year - was being put to good use in this work.

This spur line has now been consigned to history with the overhead being dismantled in December 2010 and all the traction poles removed in May 2013.

It followed an incident when a vehicle crashed into one of the power poles being also used as a traction pole for the spur line overhead – bringing down the pole and a section of the overhead - and it was decided to completely remove the spur line altogether rather than undertaking the major job of repairing it.

A short section of about 50 metres still remains however but is not used by trolleybuses.

A United Launch Alliance Atlas V rocket with Boeing’s CST-100 Starliner spacecraft aboard launches from Space Launch Complex 41, Thursday, May 19, 2022, at Cape Canaveral Space Force Station in Florida. Boeing’s Orbital Flight Test-2 (OFT-2) is Starliner’s second uncrewed flight test and will dock to the International Space Station as part of NASA's Commercial Crew Program. OFT-2 launched at 6:54 p.m. ET, and will serve as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Joel Kowsky)

Boeing Recovery Operations Leader Jeffery Davis, left, and Boeing Recovery Director Bryan Gartner, talk to NASA and Boeing teams as they prepare for the landing of Boeing’s CST-100 Starliner spacecraft at White Sands Missile Range’s Space Harbor, Wednesday, May 25, 2022, in New Mexico. Boeing’s Orbital Flight Test-2 (OFT-2) is Starliner’s second uncrewed flight test to the International Space Station as part of NASA's Commercial Crew Program. OFT-2 serves as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Bill Ingalls)

I am with a party of British transport enthusiasts visiting Lille. We were given a tour of the city’s tramway that connects Lille with Roubaix and Tourcoing. Nicknamed ‘Le Mongy’ after the engineer Alfred Mongy who promoted the interurban system’s opening in 1909, our tour was on board this DüWag GT6 articulated tram that was newly into service with the operator TCC (Transports en Commun de la Communauté (urbaine de Lille)). It had seen previous service in Herten, Germany.

April 1983

Yashica FR-1 camera

Agfa CT18 film.

40 years ago today (3rd October 1970), Walsall's trolleybus system closed and the power was switched off for the last time. The closure left only Teesside and Bradford operating trolleybuses in Britain, although their days were very much numbered.

To commemorate Walsall's trolleybuses and commiserate the system's closure, here is my small tribute, a picture of Trolleybus 855 making its way along Bloxwich Road towards Walsall town centre in 1968.

If you want to see more Walsall trolleybuses, or trolleybuses in general, then please check out my Trolleybus set.

Boeing’s CST-100 Starliner spacecraft, parachute and heat shield are seen after it landed at White Sands Missile Range’s Space Harbor, Wednesday, May 25, 2022, in New Mexico. Boeing’s Orbital Flight Test-2 (OFT-2) is Starliner’s second uncrewed flight test to the International Space Station as part of NASA's Commercial Crew Program. OFT-2 serves as an end-to-end test of the system's capabilities. Photo Credit: (NASA/Bill Ingalls)