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An ensemble of outdoor musical instruments for visitors to create music at the Active Garden, Gardens by the Bat.
Boeing 737 NG / Max - MSN 29369
Status : Active
Registration : C-GTQF
Airline Air Transat
Air Transat
Country : Canada
Date : 1986 -
Codes TS TSC
Callsign : Air Transat
Web site : www.airtransat.com
Serial number29369 LN:1939
Type737-8Q8
First flight date26/04/2006
Test registration
Plane age13.8 years
Seat configurationY189 Seat
Engines 2 x CFMI CFM56-7B27
VT-AXF10/05/2006Air India ExpressStored 03/2014
Lsd From Ilfc
C-GTQF29/06/2014Air TransatLsd From Aercap
LiveBreatheYoga.com offers Clothes for Yoga, Bamboo Yoga Clothes, Eco Yoga Clothes, Organic Yoga Clothes include shirts, Wear, Pants, Tops, Bottom, and Yoga Apparel for both men and women clothing." "clothing for yoga, Bamboo Yoga Clothes, Eco Yoga Clothes, clothing yoga, clothes yoga, yoga clothes, yoga clothing, yoga wear, hot yoga clothes, bikram yoga clothing, bikram yoga clothes, yoga apparel, yoga pants, cheap yoga clothes, organic yoga clothes, women yoga clothing, men yoga clothing"
I love this girl, she is so beautiful and she is in lovely condition, too. I found two more Pedigree ballerinas actually, and a couple of Hasbro girls as well, I'm planning to take some group photos next month with all of my Sindys to celebrate Sindy's 50th birthday so you will be seing them as well soon :)
【Active-U,Inc. Web Site】
・http://inc.active-u.com/
active-u.com を新しくしました。
どうやら前のを作ってから7年ぶり。
当時はiPhoneやiPadでの表示について考える事は必要なかった。
時の流れは早いし、技術の進化はすごいなぁと。
サイトの内容からして、Apple Watchでの表示はないにしろ、また7年後作り変えるときは、どんな時代になっているか楽しみです。
I was renewed for the first time in seven years the web site.
Did not need to think about the display in iPhone and iPad earlier.
Flow of time is fast, the evolution of technology is amazing.
When is that reshape the next, it is fun or has been in any era.
Active Assignment Weekly: Mar 1 - Mar 8: Fairy Tales.
WIT- Same shoot as the last but lightened the image. Some desaturation of color too.
Port de Rouen
Vraquier / Bulk carrier
Pavillon : Antigua and Barbuda
IMO : 9343821
MMSI 304031000
Indicatif d'appel :V2GO7
Année de construction : 2008
Chantier naval : Shin Kurushima Dockyard CO.,LTD Hiroshima Japan
Longueur : 117 m
Largeur : 19 m
Tirant d'eau : 6,5 m
Vitesse : 10,6 nds / 16,2 nds
Port en lourd : 12523 tonnes
Tonnage brut : 7341 tonnes
An active region that was rotating out of view displayed a dazzling variety of dozens of spurts and eruptions in about 2.5 days (Apr. 19-21, 2014). The frames, taken in extreme ultraviolet light, show ionized Helium not far above the Sun's surface. All of the activity near this region was caused by intense magnetic forces in a powerful struggling with each other. Credit: Solar Dynamics Observatory/NASA.
A riverlet of lava snakes its way through slightly older flows as it comes down the Hōlei Pali in Hawai’i Volcanoes National Park. All this glassy, silver-colored, basaltic lava has originated from vents associated with the Pu‘u ‘Ō‘ō eruption along Kīlauea Volcano's East Rift Zone. The outer surface of erupting lava cools incredibly quickly when it is first exposed to air, hundreds of degrees per second, so the surface of an active flow often appears solid and glassy in texture. But beneath that solid crust the lava is still molten and flowing. In the ribbon like flow in the middle of this photo the surface crust has collapsed in a few place creating “skylights” that allow a glimpse of the orange molten lava flowing below. These can be seen as orange dots in the photo. According to the United States Geological Survey, the color of incandescent rock gives a crude estimate of temperature. Yellow indicates a temperature of about 1000–1200 degrees Celsius (1832–2192 degrees Fahrenheit). Orange indicates a slightly cooler temperature of about 800–1000 degrees Celsius (1472–1832 degrees Fahrenheit). Red is even cooler, about 600–800 degrees Celsius (1112–1472 degrees Fahrenheit). The glassy silver solid crust can still be quite hot, often over 200 degrees celsius.
Look close, there are 4 skylights and 2 cooling cracks with orange molten lava visible. The annotations on this photo may help you find them quickly. The photo was taken during our helicopter tour of the East Rift.
Active Assignment Weekly: Hugging the Curves
After going for a walk and shooting many different things to potentially use for this weeks assignment, I decided my car has a lot of nice curves to it so why not use it.
This week’s assignment is to find a quiet place
Don’t – none, just take a break from your busy days and go shooting!
Dare – add people (same as last week, sorry I just love pictures of people)
My husband and I went to Colonial Williamsburg yesterday just to stroll around. It's about 1 1/2 hours from our house. On the way home we stopped at this wonderfully quiet place on a river bank. My husband is off in the distance and I'm in the corner (shadow).
WIT - Adjustments in LR basic panel
I had to go to the Post Office after work, and took a few photos on my walk back home.
Poole Quay 05.10.2020
+++ 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 Vought F6U Pirate was the Vought company's first jet fighter, designed for US Navy during the mid-1940s. Although pioneering the use of turbojet power as the first naval fighter with an afterburner and composite material construction, the aircraft proved to be underpowered and was judged unsuitable for combat. None were ever issued to operational squadrons and they were relegated to development, training and test roles before they were withdrawn from USN service in 1950.
A specification was issued by the US Navy's Bureau of Aeronautics (BuAer) for a single-seat, carrier-based fighter powered by a Westinghouse24C (later J34) axial turbojet on 5 September 1944. Chance Vought was awarded a contract for three V-340 (company designation) prototypes on 29 December 1944.
The XF6U was a small aircraft with tricycle landing gear and with straight wings and tail surfaces. The wings were short enough that they did not need to fold. In order to fit more aircraft into crowded hangars, the nose gear could be retracted and the aircraft's weight would rest on a small wheel attached by the ground crew. This raised the tail up so that it could overlap the nose of the aircraft behind it. The jet engine was mounted in the rear of the fuselage and was fed by ducts in each wing root.
The most unusual feature of the aircraft was its use of "Metalite" for its skin. This was made of balsa that was sandwiched between two thin sheets of aluminum. "Fabrilite" was also used for the surfaces of the vertical stabilizer and rudder; this was similar to Metalite, but used fiberglass instead of aluminum.
Two fuel tanks were fitted in the center of the fuselage. The forward tank, ahead of the wing, contained 220 US gallons (830 l; 180 imp gal) and the rear tank, 150 US gallons (570 l; 120 imp gal). These were supplemented by two jettisonable 140-US-gallon (530 l; 120 imp gal) tip tanks. The cockpit was well forward and was provided with a bubble canopy which gave the pilot good visibility. He was provided with a Mk 6 lead-computing gyro gunsight. Underneath the cockpit were four 20 mm (0.79 in) M3 autocannon. Their 600 rounds of ammunition were carried behind the pilot. The empty casings of the two upper guns were retained in the aircraft, while those from the two lower guns were ejected overboard.
After a company-wide contest to name the aircraft, the initial prototype, named the Pirate, made its first flight on 2 October 1946. Flight testing revealed severe aerodynamic problems, mostly caused by the airfoil section and thickness of the wing. The vertical stabilizer also had to be redesigned to smooth out the airflow at the intersection of the horizontal and vertical stabilizers. Other changes included the addition of dive brakes on the sides of the fuselage and the replacement of the Metalite panels near the engine's exhaust with stainless steel ones.
The first XF6U-1 prototype was powered by a Westinghouse J34-WE-22 turbojet with 3,000 lbf (13.34 kN) thrust, one third of the weight of the aircraft. To help improve the underpowered aircraft's performance, the third prototype, which first flew on 10 November 1947, was lengthened by 8 feet (2.4 m) to use a Westinghouse J34-WE-30 afterburning engine of 4,224 lbf (18.78 kN) thrust, the first United States Navy fighter to have such a powerplant.
In 1947, even before the flight testing of the prototypes was completed, 30 production aircraft were ordered. They incorporated an ejection seat and a redesigned vertical stabilizer as well as two auxiliary fins, one towards the tip on each side of the tailplane in an attempt to improve the directional stability of the aircraft. The fuselage was lengthened to fit additional equipment and the wing had fillets added at the rear junction with the fuselage.
The first production F6U-1 performed its initial flight on 29 June 1949. 20 aircraft were initially provided to VX-3, an operational evaluation squadron based at Naval Air Station Patuxent River in Maryland. The judgment from the evaluation was rather unfavorable, so that the few aircraft in USN service ended up being used primarily to develop arresting gear and barriers. Some were used operationally for a short time by at least one Texas-based United States Navy Reserve squadron as they transitioned to jets.
Anyway, the 30 production aircraft had only a total of 945 hours of flight time, only 31.5 hours each. Some aircraft flew only six hours which was enough for little more than their acceptance flight and the flight to their ultimate disposition, since the USN would not use the Pirate in its active arsenal.
But elsewhere, the small and simple aircraft aroused attention: the Argentine Naval Aviation (Comando de Aviación Naval Argentina, COAN) became interested in the small F6U fleet in early 1950. Eventually the COAN bought 20 flyworthy specimen of these machines (price remains unknown until today, but is assumed to be ‘symbolic’) as fast, land-based fighter and attack aircraft.
Delivery of aircraft followed suit, as the USN wanted to scrap the rather obsolete F6U fleet quickly. All 20 aircraft were transferred in flight in September 1950 to the Argentinian Navy Base Punta Indio near La Plata and integrated into Fuerza Aeronaval 1 (Naval Aviation Force 1).
The COAN received a baptism by fire on 16 June 1955 when naval airplanes, including F4U and F6U, painted with catholic crosses and blessed by priests, participated on the Bombing of Plaza de Mayo. One of the navy aircraft was shot down by an air force Gloster Meteor.
In 1958, the COAN jet fighter force was augmented by Grumman F9F Panthers and Cougars - the Argentine Naval Aviation bought 24 ex-USN aircraft, which added more punch.
Another great change came into effect when the Navy received its first aircraft carrier the ARA Independencia in 1959. At the time, her aircraft inventory included the F4U Corsair, SNJ-5Cs Texan and Grumman S2F-1 (S-2A) Trackers. The F6U were still in service, even though the number of operational aircraft had been reduced to a dozen – the rest was already stored away and used for spares.
Anyway, the F6U turned out to be valuable to the COAN since it was possible to deploy it from the new carrier - the F9F Panther and F9F Cougar jets were not suitable for this task, as the catapults of ARA Independencia (V-1) were considered not powerful enough to launch the heavier F9F.
Consequently, the F6U saw a midlife update. This major overhaul included an engine update, the original J34-WE-30A engines were replaced by stronger J34-WE-36A engines, outfitted with an afterburner developed by Solar Aircraft. These new engines offered 4.000 lb (17.8 kN) dry thrust and 5.360lb (23,87kN) at full afterburner and with water injection. While overall performance did not change much, acceleration and rate of climb improved appreciably, and launching the F6U from the small carrier deck became much safer, as well as landing, in case of a 'touch and go', because the new engines had more power reserve and was quicker to react to throttle input. Empty and total weight increased slightly, so the landing gear was beefed up.
In the course of the update, the aircraft’s M3 cannons were replaced by M2 cannons (so that the gun armament was the same as on the F9F) and the COAN Pirates received hardpoints under the wings which allowed them to carry light external loads. Typical weaponry included up to six HVAR missiles, six 100lb bomby or two 500lb bombs. The wing tip drop tanks were retained.
These twelve revamped aircraft were integrated into Fuerza Aeronaval 2 (Naval Aviation Force 2), based at navy airbase Comandante Espora, near Bahía Blanca, where all embarked aircraft were concentrated. The conversion was finished in late 1960.
It would not take long until Argentinian Navy pilots would see combat again: during 1962 internal military fighting between factions known as Azules y Colorados ("Blue" and "Reds") occurred, culminating in the 1963 Argentine Navy Revolt in which Navy F9F Panthers, F6U Pirates and F4U Corsairs bombed Argentine Army tanks in defense of the Navy base of Punta Indio.
Argentine Navy F6U Pirates also saw combat in the 1963 Argentine Navy Revolt, bombing and strafing a column of the Army 8th Tank Regiment which was advancing on the rebelling Argentine Navy base of Punta Indio. The attack destroyed several M4 Sherman tanks, at the cost of one F9F Panther shot down.
The final operational use of the Argentine Pirates was their involvement in the general mobilization during the 1965 border dispute between Argentina and Chile - but no combat occurred. After that incident the F6U were retired and all remaining aircraft finally scrapped.
This also started a major rejuvenation of the Comando de Aviación Naval Argentina: the remaining F4U were retired in 1968 from ARA Independencia, and the Panthers and Cougars were taken out of service in 1969 due to the lack of spare parts, and eventually replaced with A-4Q Skyhawks.
General characteristics
Crew: 1
Length: 37 ft 7 in (11.46 m)
Wingspan: 32 ft 10 in (10 m)
Height: 12 ft 11 in (3.39 m)
Wing area: 203.4 ft² (18.9 m²)
Empty weight: 7,320 lb (3,320 kg)
Loaded weight: 12,900 lb (5,850 kg)
Powerplant:
1× Westinghouse J34-WE-36A, rated at 4.000 lb (17.8 kN) dry thrust and 5.360lb (23,87kN) at full afterburner with water injection
Performance:
Maximum speed: 596 mph (517 kn, 959 km/h)
Range: 1,170 mi (1,020 nmi, 1,880 km)
Service ceiling: 46,260 ft (14,100 m)
Rate of climb: 8,060 ft/min (40.95 m/s)
Wing loading: 63.4 lb/ft² (304 kg/m²)
Thrust/weight: 0.327
Armament:
4× 20 mm (0.79 in) M2 cannon under the nose with 190 RPG
Underwing hardpoints and provisions to carry combinations of up to 6× 5” (127 mm) rockets and/or bombs, for a total of 2.000 lb (907 kg).
The kit and its assembly:
I got my hands on this Admiral kit some time ago, uncertain what to make of it. The F6U is one of those early jet aircraft in the Twilight Zone after WWII which is predestined to be whiffed – but I lacked a good idea. Vague plan was to create a later USN aircraft, in classic Gull Grey/White with colorful markings.
The final push came through AZ Model’s re-release of the Pirate kit under its own banner and in two whif boxings – including aforementioned USN options, too. That pushed me to “make something different”.
With some creative discussion at whatifmodelers.com about these new kits I settled on a new idea: a machine for the Argentinean Navy, in classic grey and white livery and with appropriate markings. While whiffy, this idea is not too far-fetched as the COAN actually operated ex USN aircraft, as explained in the background above. And why shouldn’t Argentina have bought the obsolete F6Us as a bargain…?
The kit was mostly built OOB, and you encounter some typical short-run kit challenges. Personal changes include the replaced of the PE parts on the hull and landing gear with styrene pieces. I also added a Matchbox pilot figure in the opened cockpit.
The air intake interior is poor, if non-existant. Builders are supposed to insert a simple, blank wall, which is IMHO not satisfactory at all. With some styrene wedges and strips I tried to simulate an interior/air duct, even opening the fuselage sides inside of the wing area. Not perfect, but certainly better than the original proposal from AZ Model. By the way, the front wheel well is also missing, completely. It is uncertain where the front wheel is supposed to be glued on to, maybe in mid-air? I added a 1mm sheet of styrene, which also hides the resin cockpit tub's underside from view.
The fit of the fuselage halves is so-so, expect some putty work. On the other side, the upper wings fit perfectly onto the fuselage. On the other side, the lower fuselage and the fuselage insert between the wings do not fit well, so that there's more putty work.
The fin, which is a separate piece and has to be glued directly onto the fuselage (without any aids) was warped in two directions and very hard to get into place.
To my surprise the original resin cockpit is fine, even though just one single piece, and falls literally into place.
Since it is easy to realize and adds realism I lowered/extended the flaps and created interior parts from styrene strips.
The hardpoints under the wings (the F6U didn’t have any, just its guns) are personal additions. The four HVARs were leftover resin pieces from my recent 'Sabrecat' conversion. On the nose, hollow steel needles (0.8mm) were added as cannon mounts.
Under th erear fuselage, an arrester hook was added (from an A-4 Skyhawk), as well as a tail bumper.
On the rear fuselage I added air scoops for the (fictional) stronger engine and afterburner – the J34-WE-36A (AFAIK) never existed, just a non-afterburner variant that was used as a pair in the Douglas F3D (F-10) Skyknight.
Many small things, but they enhance the kit considerably, which is otherwise solid. But the F6U is IMHO way overpriced for what you get, resin and PE parts won't help much.
Painting and markings:
Nothing spectacular. Benchmark for this were real-life COAN F9F Panthers, painted in "Gris Nevado" over and matt white from below. Most of the markings come from a Hobby Boss F9F-2 which offer a COAN painting option.
The F6U was painted in authentic USN colors (FS 36440 and 37875, Testors 1730 and Humbrol 130, respectively, the latter painted on a thin primer coat with Revell Acryllics flat white), the blue fin decoration was painted with a mix of Humbrol 48 and 130, in oder to match the rather pale national insignia on the deceals. The white segment on the fin as well as the yellow sun icon were later added as decals.
Interior surfaces were painted in Cockpit Green (Humbrol 226), and, for some shock value, the opened flaps received a red interior (Revell 330, a bright tone, RAL 3000). The aircraft’s rear was painted with Steel and Titanium Metallizer (both ModelMaster), and slightly rubbed with graphite – a nice contrast to the other, rather pale colors.
Finally, the kit was slightly weathered with some counter-shading on the upper sides in order to simulate dull paint from prolonged sunshine exposure, and a light black ink wash, as well as some dry-painting on leading edges. Everything was finally sealed under a matt acryllic varnish, with some extra matt varnish.
All in all a rather uncomplicated whif project. Not easy, though, since the Admiral/AZ Models kit is far from perfect, takes some experience.
The sleek aircraft offers a LOT of whiffery potential, as AZ Models own two fantasy marking kits show, and that's certainly not the whole story, as this COAN aircraft demonstrates. The Argentinian Pirate whif is unspectacular but subtle, it looks almost natural (what I like!). The whole thing was realized in a week – and the light colors suit the slender F6U well.
This little fella has taunted me & my camera for months now.
(Not that I've actually actively pursued photographing him all that much.)
He visits the red sage in our backyard at least twice a day, but most days when I run to fetch my camera, get it turned on & step out the door, ZOOM! off up into the sky he darts.
Last evening I saw some wonderful light on the trunk of our oleander in the backyard, so I grabbed the tripod, camera, etc. Those pics turned out most lackluster as the sun decided to hide behind cloud cover as soon as I was all set up. Figures!
So I moved over to the flower bed with the red sage, because my volunteer red zinnia is a family of five blossoms now. Well, guess who showed up! Yup, the elusive hummie. :) Naturally I couldn't get the tripod adjusted to catch him that way... In my excitement, I clumsily clanked the remote up against the tripod, startling hummie & the little pooh-head flew instantly off!
I had to go indoors for something else. So took the camera off of the tripod, went indoors to do my thing, then back outdoors & there s/he was again. So, I tip-toed as quietly as mouse to the center of the patio, focused, snapped, ...those were really too far away, but I thought -possibly- crop-able. Tip-toed closer, snap snap, closer, snap snap & then he finally flew off again. Then I sat myself down on the cottage stone wall around that flower bed & waited... the dude never returned, alas. But at least my stalking him/her yielded this one. :)
This isn't a wonderful noteworthy shot like Digital Gurl's or kwilliam's, but it's the best one I've managed so far, better than my first and second attempts, so I think anyway, even though there was really no decent sunlight to illuminate him like in my second.
These little birds are so doggone flighty & fast.
Larger, if you wish.
