Surprisingly capable. The bike that is. Not me, oh no we were at home with Mr Mincer.

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Birds. Kori Bustard. Pilanesberg Game Reserve. South Africa. Jan/2021

 

Kori Bustard

The kori bustard (Ardeotis kori) is arguably the largest flying bird native to Africa. It is a member of the bustard family, which all belong to the order Otidiformes and are restricted in distribution to the Old World. It is one of the four species (ranging from Africa to India to Australia) in the large-bodied genus Ardeotis. In fact, the male kori bustard may be the heaviest living animal capable of flight.

This species, like most bustards, is a ground-dwelling bird and an opportunistic omnivore. Male kori bustards, which can be more than twice as heavy as the female, attempt to breed with as many females as possible and then take no part in the raising of the young. The nest is a shallow hollow in the earth, often disguised by nearby obstructive objects such as trees

The kori bustard is cryptically coloured, being mostly grey and brown, finely patterned with black and white coloring. The upper parts and neck are a vermiculated black and greyish-buff colour. The ventral plumage is more boldly colored, with white, black and buff. The crest on its head is blackish in coloration, with less black on the female's crest. There is a white eye stripe above the eye. The chin, throat and neck are whitish with thin, fine black barring. A black collar at the base of the hind-neck extends onto the sides of the breast. The feathers around the neck are loose, giving the appearance of a thicker neck than they really have. The belly is white and the tail has broad bands of brownish-gray and white coloration

Source: Wikipedia

Abertada-Gigante

A abetarda-gigante ou abetarda-de-kori (Ardeotis kori) é uma ave da família Otididae que ocorre no sul e oeste africano. Habita zonas savanas áridas e de mato com pouca vegetação, incluindo os desertos do Kalahari e Namibe. É uma espécie com estado de conservação considerado vulnerável.

É uma ave de grandes dimensões, com comprimento situado entre 120 e 150 cm para os machos e 100 a 120 cm para as fêmeas, e grande envergadura, que pode variar de 2,45 a 2,80 metros. O dorso, asas e cauda são castanhos claro, e a zona da barriga é branca. O pescoço comprido é branco riscado de negro e a cabeça apresenta uma crista negra, muito evidente. As penas primárias e secundárias das asas são cinzento-claro manchado de preto, e o seu contraste com o corpo castanho e branco é uma das características mais marcantes da espécie em voo. As patas são altas e amarelas e o bico é acinzentado.

A abetarda-gigante é uma espécie de hábitos solitários e nómadas. Alimenta-se ao nível do solo, de insectos, pequenos vertebrados, sementes e cápsulas, principalmente de Acacia. Se perturbada, tende a fugir correndo, mas pode levantar voo de repente.

A época de reprodução decorre entre Outubro e Fevereiro, quando as abetardas-gigantes se juntam em pares. Os casais não constroem ninho e as fêmeas depositam os ovos directamente no solo. Cada postura contém 2 ovos, por vezes apenas 1, de cor verde-azeitona ou castanho-esverdeado. O período de incubação, registado apenas em condições de cativeiro, é de 27 a 30 dias. Os juvenis recebem cuidados parentais durante vários meses e aprendem a voar no fim do primeiro trimestre de vida. As abetardas-gigantes atingem a maturidade sexual por volta dos três anos.

Fonte: Wikipedia

  

Pilanesberg Game Reserve

The Pilanesberg Game Reserve is located north of Rustenburg in North West Province in South Africa. The park borders with the entertainment complex Sun City. The park is currently administered by the North West Parks and Tourism Board.

The area is fringed by three concentric ridges or rings of hills, of which the formation rises from the surrounding plains. Pilanesberg is named after a Tswana chief, Pilane, the 'Pilanesberg Alkaline Ring Complex' is the park's primary geological feature. This vast circular geological feature is ancient even by geological standards as it is the crater of a long extinct volcano and the result of eruptions some 1,200 million years ago. It is one of the largest volcanic complexes of its type in the world, the rare rock types and formations make it a unique geological feature. A number of rare minerals occur in the park.

Scattered throughout the park are various sites that originate from the Iron Age and Stone Age and show the presence of man from those periods in these areas.

The park has an area of 572 square kilometres (221 sq mi). One can travel through in a standard road vehicle as although most of the 188 kilometres of track are not surfaced, they are well maintained.

The Pilanesberg is not in a location which the Big Five animals would naturally inhabit, however they have been brought into the 550 square kilometres of African bushland

Source: Wikipedia

A Reserva de Pilanesberg

A Reserva de Pilanesberg está localizada ao norte de Rustenburg, na Província Noroeste, na África do Sul. O parque faz fronteira com o complexo de entretenimento Sun City. O parque é atualmente administrado pelo North West Parks and Tourism Board.

A área é orlada por três cristas concêntricas ou anéis de colinas, das quais a formação se eleva das planícies circundantes. Pilanesberg é nomeado em homenagem a um chefe Tswana, Pilane, o 'complexo alcalino circular de Pilanesberg' é característica geológica primária do parque. Esta vasta característica geológica circular é antiga, mesmo para os padrões geológicos, pois é a cratera de um vulcão extinto e o resultado de erupções há cerca de 1.200 milhões de anos. É um dos maiores complexos vulcânicos do seu tipo no mundo, os raros tipos de rochas e formações fazem dele uma característica geológica única. Um número de minerais raros são encontrados no parque.

Espalhados por todo o parque estão vários locais que se originam da Idade do Ferro e da Idade da Pedra e mostram a presença do homem em tais períodos nessas áreas.

 

O parque tem uma área de 572 quilômetros quadrados (221 sq mi). Pode-se viajar através de um veículo normal, embora a maioria dos 188 quilômetros de estradas não sejam pavimentadas, elas estão bem conservados.

 

O Pilanesberg não é um local que os animais “Big Five” naturalmente habitam, no entanto, eles foram trazidos para os 550 quilômetros quadrados de mata nativa africana.

 

Fonte: Wikipedia (tradução livre)

 

The Grumman F-14 Tomcat is an American carrier-capable supersonic, twin-engine, two-seat, twin-tail, variable-sweep wing fighter aircraft. The Tomcat was developed for the United States Navy's Naval Fighter Experimental (VFX) program after the collapse of the General Dynamics-Grumman F-111B project. The F-14 was the first of the American Teen Series fighters, which were designed incorporating air combat experience against MiG fighters during the Vietnam War.

The F-14 first flew on 21 December 1970 and made its first deployment in 1974 with the U.S. Navy aboard USS Enterprise (CVN-65), replacing the McDonnell Douglas F-4 Phantom II. The F-14 served as the U.S. Navy's primary maritime air superiority fighter, fleet defense interceptor, and tactical aerial reconnaissance platform into the 2000s. The Low Altitude Navigation and Targeting Infrared for Night (LANTIRN) pod system was added in the 1990s and the Tomcat began performing precision ground-attack missions.The Tomcat was retired by U.S. Navy on 22 September 2006, supplanted by the Boeing F/A-18E/F Super Hornet. Several retired F-14s have been put on display across the US.

Having been exported to Iran under the Pahlavi dynasty in 1976, F-14s were used as land-based interceptors by the Islamic Republic of Iran Air Force during the Iran–Iraq War. Iran claimed their F-14s shot down at least 160 Iraqi aircraft during the war (only 55 of these confirmed, according to historian Tom Cooper), while 16 Tomcats were lost, including seven losses to accidents. As of 2022, the F-14 remains in service with Iran's air force, though in low numbers of combat-ready aircraft due to a lack of spare parts.

  

Wikipedia: en.wikipedia.org/wiki/Grumman_F-14_Tomcat

The Willys MB and the Ford GPW, both formally called the U.S. Army truck, 1⁄4‑ton, 4×4, command reconnaissance, commonly known as the Willys Jeep, Jeep, or jeep, and sometimes referred to by its Standard Army vehicle supply nr. G-503, were highly successful American off-road capable, light military utility vehicles. Well over 600,000 were built to a single standardized design, for the United States and the Allied forces in World War II, from 1941 until 1945. This also made it (by its light weight) the world's first mass-produced four-wheel-drive car, built in six-figure numbers.

 

The 1⁄4-ton jeep became the primary light, wheeled, multi-role vehicle of the United States military and its allies, with President Eisenhower once calling it "one of three decisive weapons the U.S. had during WWII." With some 640,000 units built, the 1⁄4‑ton jeeps constituted a quarter of the total military support motor vehicles that the U.S. produced during the war, and almost two-thirds of the 988,000 light 4WD vehicles produced, when counted together with the Dodge WC series. Large numbers of jeeps were provided to U.S. allies, including the Soviet Union at the time. Aside from large amounts of 11⁄2- and 21⁄2‑ton trucks, and 25,000 3⁄4‑ton Dodges, some 50,000 1⁄4‑ton jeeps were shipped to help Russia during WWII, against Nazi Germany's total production of just over 50,000 Kübelwagens, the jeep's primary counterpart.

 

Historian Charles K. Hyde wrote: "In many respects, the jeep became the iconic vehicle of World War II, with an almost mythological reputation of toughness, durability, and versatility." It became the workhorse of the American military, replacing horses, other draft animals, and motorcycles in every role, from messaging and cavalry units to supply trains. In addition, improvised field modifications made the jeep capable of just about any other function soldiers could think of. Military jeeps were adopted by countries all over the world, so much so that they became the most widely used and recognizable military vehicle in history.

 

Dwight D. Eisenhower, the Supreme Commander of the Allied Expeditionary Force in Europe in World War II, wrote in his memoirs that most senior officers regarded it as one of the five pieces of equipment most vital to success in Africa and Europe. General George Marshall, Chief of Staff of the US Army during the war, called the vehicle "America's greatest contribution to modern warfare." In 1991, the MB Jeep was designated an "International Historic Mechanical Engineering Landmark" by the American Society of Mechanical Engineers.

 

After WWII, the original jeep continued to serve, in the Korean War and other conflicts, until it was updated in the form of the M38 Willys MC and M38A1 Willys MD (in 1949 and 1952 respectively), and received a complete redesign by Ford in the form of the 1960-introduced M151 jeep. Its influence, however, was much greater than that—manufacturers around the world began building jeeps and similar designs, either under license or not—at first primarily for military purposes, but later also for the civilian market. Willys turned the MB into the civilian Jeep CJ-2A in 1945, making the world's first mass-produced civilian four-wheel drive. The "Jeep" name was trademarked, and grew into a successful, and highly valued brand.

 

The success of the jeep inspired both an entire category of recreational 4WDs and SUVs, making "four-wheel drive" a household term, and numerous incarnations of military light utility vehicles. In 2010, the American Enterprise Institute called the jeep "one of the most influential designs in automotive history." Its "sardine tin on wheels" silhouette and slotted grille are perhaps even more instantly recognizable than the VW Beetle or the Mini, and it has evolved into the currently produced Jeep Wrangler still largely resembling the original jeep design.

 

By 1940, U.S. policies had caused a stark disadvantage compared to Nazi Germany's aim, building a standard fleet of Wehrmacht (German armed forces) motor vehicles. From 1933, German industry could only produce Wehrmacht-approved trucks. The U.S. Quartermaster's only significant success for standardization, through late September 1939 Army Regulations on tactical trucks, was that the War Department limited procurement to just five payload chassis types (categories), from 1⁄2‑ton to 7+1⁄2‑ton—but only "models produced commercially by two or more competing companies..." The Army was still to use "commercially standard" trucks and parts, with only minor modifications, like brush-guards, tow-hooks, etc. Specially designed vehicles or a standardized truck fleet were still ruled out. "This policy was intended to assure speedy production at the outbreak of war, regardless of the maintenance and spare parts problems that might develop later." The new rules more or less allowed the Army to order in late 1939 the U.S. military's first ever light, quantity-produced 4×4 trucks: the half-ton Dodge G-505 VC-series trucks, delivered in the first half of 1940, but these were still not light enough for the jobs that both the Infantry and Ordnance branches required it for. By contrast, Germany had already completed a development program to produce off-road capable "Standardized Military Vehicles" (the Einheits-PKW der Wehrmacht), from 1933 to 1938, which had already yielded a fleet of tens of thousands of standardized vehicles for the German Army. Moreover, lessons were learned, and a second program to develop a cheap, light, nimble multipurpose off-roader, the Volkswagen Kübelwagen, had already started in 1938. America's military faced a severe catch-up situation, both in time and knowledge. In June 1940, the race was on to produce a lightweight, four-wheel-drive cross-country vehicle for the U.S. Army, capable of carrying equipment and personnel across rough terrain.

 

The idea of the jeep originated with the infantry, which needed a low-profile, powerful vehicle with four-wheel drive and it was turned over to commercial companies (chiefly Bantam, Willys, and Ford) to deliver—the development repeatedly being described as a "design by committee." In fall 1941, Lt. E.P. Hogan of the U.S. Army Quartermaster Corps wrote: "Credit for the original design of the Army's truck 1⁄4‑ton, 4×4, may not be claimed by any single individual or manufacturer. This vehicle is the result of much research and many tests." Hogan credited both military and civilian engineers, especially those working at the Holabird Quartermaster Depot. Nevertheless, Bantam is credited with inventing the original 1⁄4‑ ton jeep in 1940.

 

However, Willys' advertising and branding during and after the war aimed to make the world recognize Willys as the creator of the jeep. When Willys first applied to trademark the "Jeep" name in February 1943, Bantam, Ford and other companies objected, because of their contributions to the jeep and the war effort. Although many other companies advertised their patriotic efforts to producing the 1⁄4‑ton jeeps—including Ford, featuring their own GPW jeeps in their ads—nobody took their claims as far as Willys-Overland, and the U.S. Federal Trade Commission (FTC) opened a case, charging Willys-Overland with misrepresentation in their advertising and news claims, on 6 May 1943. According to the New York Times, the FTC ruled that Willys did not perform the "spectacular achievement" of creating, designing and perfecting the "jeep" together with U.S. Army Quartermaster officers, but that: "The idea of creating a 'jeep' was said by the FTC ... to have been originated by the American Bantam Co. of Butler, PA 'with U.S. Army officers and to have been conceived and developed by that company." Willys appealed this ruling, and after a five-year investigation, in 1948 the FTC again ruled that "Willys was unfairly taking credit for the creation and was thus using unfair methods of competition. The FTC ordered Willys to stop claiming they were the sole creator of the Jeep."

 

Some 70 years later, in a late 2012 article, the Defense Acquisition Research Journal still called the jeep design "...a product of a massive team effort, including all three manufacturers as well as Army engineers, both military and civilian."

 

Moreover, in 2015, the Pennsylvania General Assembly unanimously adopted a non-controversial House Resolution (382): "...commemorating the 75th anniversary of the Bantam jeep, invented and originally manufactured in Butler, Pennsylvania," therein explicitly resolving that Bantam of Butler, PA, invented the jeep, calling it "one of the most famous vehicles in the world," were the only party to deliver a working prototype of a light four-wheel drive reconnaissance car within the required seven weeks, which withstood 30 days of Army testing at Camp Holabird, then further developed that car, and manufactured 2,675 jeeps, before losing further production contracts to Willys and Ford Motor Company, for fear that Bantam would not be able to ramp up production to 75 jeeps a day, and after the Army handed Ford and Willys the blueprints of Bantam's detailed technical drawings—though Bantam proved highly capable and productive during the war, entrusted with manufacturing torpedo-motors and more.

 

However, on 7 April 1942, U.S. patent 2278450 for the WWII jeep, titled "Military vehicle body" had been awarded to the U.S. Army, which had applied for it, listing Colonel Byron Q. Jones as the inventor on the patent, though he had performed no work on the design of the vehicle. Filed on 8 October 1941, stating in the application that "The invention described herein, if patented, may be manufactured and used by or for the Government for governmental purposes without the payment of any royalty thereon," the patent relates to a "small car vehicle body having convertible features whereby it is rendered particularly desirable for military purposes" and describes the purpose as being "a convertible small car body so arranged that a single vehicle may be interchangeably used as a cargo truck, personnel carrier, emergency ambulance, field beds, radio car, trench mortar unit, mobile anti-aircraft machine gun unit, or for other purposes."

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Wasps are expert paper makers, capable of turning raw wood into sturdy paper homes. Construction of the wasp nest begins with a suitable support – a window shutter, a tree branch, or a root in the case of subterranean nests. In this case the inside of an outside light! The queen adds her pulp to the support. As the wet cellulose fibers dry, they become a strong paper buttress from which she will suspend her nest. Not sure where all the wasps are today but I took the opportunity to snap a very quick pic! (The chance I've been waiting for since I first fount it) The nest is comprised of hexagonal cells in which the young will develop. The queen protects the brood cells by building a paper envelope, or cover, around them. The nest expands as the colony grows in number, with new generations of workers constructing new cells as needed.

  

Cattleya leopoldii is a large, robust plant capable of attaining pseudobulbs 4 feet tall or more in height and inflorescesnces of over 20 blooms. This is a first bloom seedling of a plant from the Rio Grande De Sul region of Brazil. Smells like cardomon and crushed ginger.

 

Cattleya leopoldii is often mistaken for Cattleya guttata (which it closely resembles), however Withner in his excellent treatise on the Cattleya Alliance states that C. leopoldii is often larger, darker, and has more intersting flowers than guttata. Additionally he states that the leaves of leopoldii are serrated towards the base...this is true in the plant shown.

 

This species is named in honor of the first king of the Belgians, Leopold I of the House of Saxe-Coburg & Gotha. An interesting man, he both battled Napolean Bonaparte and served as military advisor to the formidable Queen Victoria of Great Britain (who also happened to be his neice!). The House of Windsor in Great Britian changed their name during WWI from Saxe-Coburg to Windsor to escape anti-German sentiment. The current Queen and her offspring are far more German (or Prussian) than English...go figure.

 

Famous throughout the world as the first jet fighter capable of vertical take off and landing, the Harrier GR3 was utilised by the Royal Air Force as a ground attack and reconnaissance aircraft in the Close Air Support role (CAS).

 

The Harrier GR3 was a development of the Harrier GR1, being fitted with improved attack sensors, electronic countermeasures and a more powerful engine over the GR1.

 

The simplicity and flexibility inherent in the Harrier design proved their worth in service in Germany. In time of war the Harrier was to be deployed away from established airfields, which were vulnerable to attack. Instead it was to be operated from short, rough strips of ground and hidden in camouflaged 'hides', from which it would attack the enemy's approaching armoured formations.

 

These qualities came into their own during the Falklands War. RAF Harriers were deployed to the Royal Navy aircraft carrier HMS Hermes, as part of the Task Force sent to recapture the Falklands Islands. The Harrier GR3 performed attack sorties from the aircraft carrier, and later from basic landing strips on the islands, often in conditions that would have grounded conventional aircraft.

 

In addition to operations with RAF Germany, the Harrier GR3 has also seen service with the Royal Air Force in Norway and Belize.

What makes this a milestone aircraft?

 

The concept of a high performance fighter aircraft being able to take off and land vertically was almost unbelievable until the Harrier was developed. The scientific, technological and engineering challenges which were overcome in order to achieve the remarkable performance enjoyed by this aircraft marks it out as one of the most special machines.

“Capable, generous men do not create victims, they nurture victims.”

 

“The west has fiscalised its basic power relationships through a web of contracts, loans, shareholdings, bank holdings and so on. In such an environment it is easy for speech to be “free” because a change in political will rarely leads to any change in these basic instruments. Western speech, as something that rarely has any effect on power, is, like badgers and birds, free. In states like China, there is pervasive censorship, because speech still has power and power is scared of it. We should always look at censorship as an economic signal that reveals the potential power of speech in that jurisdiction.”

 

“The sense of perspective that interaction with multiple cultures gives you I find to be extremely valuable, because it allows you to see the structure of a country with greater clarity, and gives you a sense of mental independence.”

 

“Every time we witness an injustice and do not act, we train our character to be passive in its presence and thereby eventually lose all ability to defend ourselves and those we love. In a modern economy it is impossible to seal oneself off from injustice.

 

If we have brains or courage, then we are blessed and called on not to frit these qualities away, standing agape at the ideas of others, winning pissing contests, improving the efficiencies of the neocorporate state, or immersing ourselves in obscuranta, but rather to prove the vigor of our talents against the strongest opponents of love we can find.

If we can only live once, then let it be a daring adventure that draws on all our powers. Let it be with similar types whos hearts and heads we may be proud of. Let our grandchildren delight to find the start of our stories in their ears but the endings all around in their wandering eyes.

The whole universe or the structure that perceives it is a worthy opponent, but try as I may I can not escape the sound of suffering.

 

Perhaps as an old man I will take great comfort in pottering around in a lab and gently talking to students in the summer evening and will accept suffering with insouciance. But not now; men in their prime, if they have convictions are tasked to act on them.”

 

Find Out More -> wikileaks.org/

 

Wikileaks: US feared Indigenous self-rule and land claims with UN Declaration -> bsnorrell.blogspot.com/2011/09/wikileaks-us-feared-indige...

 

Quote Source -> www.goodreads.com/author/quotes/4553283.Julian_Assange

The Focusun 10T Fresh water flake ice machine is capable of producing almost 10.000 KG of ice in just 24 hrs. The Chinese company produces high quality plants using only the best quality parts from world renowned companies. Focusun produces all its machines in Mainland China. Also in Focusun's long list of product catalog with different capacities include: Block Ice Machine, Tube Ice Plant, Cold Storage, Artificial Ice/Snow Maker, Cube Ice Machine, Plate Ice Plant, Ice Crushers, Ice Compactors, Water Cooling Systems, Ice Bagging Machines, Air Cooling Systems, Diesel Generators and more...

  

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Most capable and 'please don't put 39 points on my license' looking ensemble (it's a dress): Gap

 

Necklace I'm wearing even though I'm pissed I can't find my pearls: Superhero Designs

 

Let's hope that the necklace keeps some judge from sending me away for my lane violation.

 

Pissy look: Traffic Court.

That friend capable of converting anything. সবারই লাইফ এ এমন বন্ধু থাকাটা স্বাভাবিক। আপনার লাইফ এ কি কেও ছিল এমন? Subscribe To Our Channel- goo.gl/HHtdIb Follow Us- Facebook Page- goo.gl/0atfDv Google Plus- goo.gl/J2Iaba

Paige is quite capable of feeding herself these days, but most of the times she has a selective taste palette. On a whim I thought we'd try Lunchables. Turns out that she's not a big fan, so I ate remainder of the package. Then I started examing the dietary information - 22 grams of fat per serving (1 container). Whoa! And they blame McDonald's for the fattening of America - how about Oscar Meyer, Kraft and Nabisco?!

+++ 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 famous Napoleonic cuirassiers, which still are displayed in official events and on 14th of July parade as republican horse guards, had their traditions shattered during world war one, when it became obvious that the cavalry was obsolete in this new kind of stalemate which prevailed on the western front. When the first tanks appeared in 1917, new tactics quickly led to give this new kind of instrument to the cavalry corp, leaving their horses for these new mechanized beasts, but almost similar duties.

Since then, the French, as well as the British and Soviets, always made the distinguishment between two kind of tanks, the infantry and cavalry ones (as well as the heavy breakthrough tank, "char de rupture" as the FMC 2c). Plans for a new cavalry tank, which was to replace obsolete models, came as soon as 1931, revised on 26 June 1934, which a new, heavier model, capable of resisting any antitank gun at that time. The task was given to the St. Ouen Societe d'Outillage Mecanique et d'Usinage d'Artillerie (SOMUA).

The resulting tank became the S35. The hull was made of four parts, and the turret was a solid piece of cast iron, just like the hull, with max thickness around 47 and 40 mm respectively. The turret was derived of the B1 heavy tank model, but with an enlarged turret ring, allowing both the tank commander and the gun operator to be in at the same time. The medium-barrel SA-35 47 mm gun was a common issue, too. It was quite efficient against most German and Soviet tanks at the time, using a provision of 90 AP and 28 HE shots. There was also a coaxial 7.5 Reibel machine gun with 2250 rounds, which could be moved independently from the gun. Radio was scheduled to equip all S35 units, but as the ER28 set production never reached the required level, only one tank of five were equipped, despite the fact that many of them included an antenna. The rear engine was side by side with two self-feeding fuel tanks, and the crew was protected by a thick firewall bulkhead. The V8 Somua designed by engineer Javier-Sabin developed about 200 bhp and used a double filling tank system which sometimes caused problems.

 

The first prototype was ready in April 1935, undergoing successful trials until august, and gaining an order, so the model was named after its year of production. However, the S35 had several flaws, the first of which was a common issue among French tanks: A overloaded commander, and at the same time, a hatchless turret (mostly adopted for budgetary reasons) which caused the same commander to be unprotected, completely outside the turret. The other flaw was maintenance: The cast iron modules didn't facilitate any access to the suspension, which made any work complicated and time-consuming. Also, the cost per unit was high, and only a limited numbers of this medium tank were ever produced. On the first of September 1939, 246 had been delivered, and only 288 were in service by May 1940, but 430 were built until June 1940. Production was halted for the more advanced SOMUA S40. This S40 was, in some ways, both a considerable evolution and a very similar vehicle to the S35. It adopted a modified suspension, with a raised front drive sprocket, to give the tank better cross-country capacities – the Achilles heel of the S35’s mobility – as well as a slightly lowered front hull.

 

During this transition time a small number of late S35 hulls still on the production lines were diverted to produce the tank’s only variant, the S39SI, a dedicated infantry support (Soutien d'Infanterie, hence the “SI” suffix) vehicle. The S39SI differed from the S35 mainly through its new cast turret, which was a completely new design and had been developed for the Char B1 but was never applied to it. Thanks to the turret ring’s same diameter it was easy to adapt to the S35's hull, though.

 

The S39SI's main armament was a 75 mm modèle 1929 ABS howitzer, designed by the Arsenal de Bourges, also known as the 75 mm SA 35. This gun was the same as the hull gun in the Char B1 bis tank but had a longer barrel (L/25 instead of the L/17,1 barrel in the B1) for higher accuracy and range. Thanks to its compact breech, the gun could be elevated 40° in its internal cylinder mantlet and depressed by 10°. A 7,5mm Reibel machine gun was carried to the right of the gun. It was normally be linked to the main gun, copying (only) its horizontal elevation (up to a limited +20° elevation) and fired through a pedal by the commander. The machine gun could also be detached from the gun and moved separately by the gunner, in an independent mount that allowed separate movement of 15° to each side, too.

 

The shells the 75 mm howitzer fired were 75×241 mm Rimmed, based on the larger 75×350 mm shells fired by the 75 mm mle 1897, the French Army’s standard field gun in WW1 and, to an extent, also WW2. While these rounds were rather old-fashioned and not as powerful as modern ammunition types, they were still available in large quantities.

Two shell types were standard issue for the 75 mm ABS. The first was the Obus de rupture Mle.1910M (Rupture Shell model 1910M), which was an armored piercing high-explosive (APHE) shell. The shell had a weight of 6.4 kg and contained 90 grams of explosives. It was fired at a muzzle velocity of 250 m/s. It offered an armor penetration of 40 mm at an incidence of 30° and a range of 500 meters. Though this was a respectable performance by the 1930s, it should be noted that this shell was designed to engage fortifications, and not tanks. The other shell was the Obus explosif modèle 1915 (Explosive Shell model 1915), a high-explosive shell. It weighed 5.55 kg and contained 740 grams of explosive. It was fired at a muzzle velocity of 260 m/s. Sights provided for the 75 mm gun were two L.710s, which formed prismatic binocular sights. This gave a field of view of 11.5°, but the turret could be turned a full 360°. Range ladders were provided for up to 2.000 m with HE and 1.800 m for APHE shells.

 

The S39SI's total ammunition supply was 47 rounds, and thanks to the additional space in the turret, the machine guns' 7.5 mm ammunition supply was expanded, too, to 2.750 rounds. Typically, 17 rupture/APHE and 30 HE shells would be carried into battle. The gun's theoretical rate of fire was quite high, at 15 rounds per minute. However, within the constraints of an enclosed armored vehicle with a limited crew and the ammunition stored not only in the turret but also in the hull, the rate of fire would be closer to 6 rounds per minute with APHE shells and the first 6 HE shells, because only twelve rounds were carried readied in the turret. After that, as the fuses had to be manually inserted into the shells for the HE rounds and the rest of the ammunition had to be passed from the hull into the turret, the rate of fire decreased to a mere 2 to 4 rounds per minute. This was, however, accepted, since the S39SI would normally only make prepared quick strike attacks against soft or fortified enemy positions, and after a few shots retreat.

 

For the S39SI the S35’s hull crew was retained (a driver and a radio operator, who also acted as a loader for the turret crew); the latter’s position was augmented with a glacis-mounted Reibel machine gun for close-range self-defense, to suppress enemy fire from the S39SI's targets. The two crew members in the turret (commander and gunner) were involved in the operation of the 75 mm gun, even though the commander could, thanks to his new crewmate, concentrate onto his core tasks. The commander was placed to the left of the gun and had a cupola taken over from the S35’s turret. As a novelty, the cupola was not welded directly to the turret but rather placed onto a round hatch, which could be opened in a case of emergency and offered another exit for the crew, beyond the standard entry hatch on the left side of the cast hull and the gunner's hatch on the turret.

While the new turret was spacious and the additional crewman markedly improved the commander's workload, it had its downsides, too. The biggest issue was its weight and bulk: the bigger turret and its heavier weapon increased the vehicle's net weight by almost 2.5 tons, what markedly hampered its performance, especially off road. Acceleration and handling deteriorated, and the vehicle's center of gravity shifted up- and forwards, what not only made tight curves hazardous. The running gear, simply taken over from the S35 and not reinforced at all, became overstressed and the leaf springs in the front bogies frequently broke.

 

By May 1940, the bulk of the S39SI force was allocated to the first army deployed in Belgium in the 1st and 2nd DLM (Division Légère mécanique). Because of the lack of support and a weak constitution compared to the German Panzerdivisionen, these units performed as they could, with high losses, but with some successes. The battle of Hannut (May 12-14), the largest tank battle in 1940, occurred between six armored divisions, a clash of nearly 1700 tanks and armored vehicles. Despite tactical victories along strongpoints, it was a strategical failure: the Germans systematically outmanoeuvered the French, gaining local superior firepower, with excellent communication and support. At the same time, French tactics "from the book" proved obsolete.

 

The remaining S39SIs, around twenty, were re-grouped and fought to prevent three German Panzerdivisions form approaching Dunkirk. They were destroyed or ultimately abandoned, deprived of ammunition and fuel. Only a handful survived, and five operational vehicles were taken over by the Wehrmacht. Due to their outdated armament and poor handling characteristics, they were soon refitted with S35 turrets, usually with a new Panzer III cupola hatch, and renamed Panzerkampfwagen 35-S 739(f). The retained, however, their hull machine gun and could be easily identified through this detail. After the fall of France, about 250 to 290 S35s were captured by the Germans.

 

In February 1941, most of these fought with the Panzerbrigade 100. Eventually this unit was renamed Panzerabteilung 211 and sent to Finland, fighting on the Eastern front, but they were outclassed by Soviet KV-1 and T-34. Others formed suppletive unit for re-organized Panzer divisions, for training and transport (without their turret or with an open superstructure), and for police duties. Some fought the resistance on many occasions, and some were hastily sent to Normandy, in June 1944 (Panzer Ersatz-Abteilung 100 and Panzer Abteilung 206). Other S35s were sent to Yugoslavia, fighting the partisans. Many dismounted turrets were also allocated to German armored trains, which served in all European theaters, but none of the S39SIs' howitzer turrets survived. Axis forces received some S35, too, the biggest user being Italy with 32 tanks, and there had been German plans to resume S35 production and send these vehicles to Japan, but this did not come to fruition. In December 1944, a single German unit was still equipped with an handful of S35s, but they were by then hopelessly outdated.

  

Specifications:

Crew: Four (driver, radio operator/purveyor, gunner, commander)

Weight: 21,9 tons (48.240 lb)

Length: 5,90 m (19 ft 4 in) overall

5,30 m (17 ft 4½ in) hull only

Width: 2,12 m (6 ft 11½ in)

Height: 2,95 m (9 ft 8 in)

Ground clearance: 0.35 m (14 in)

Suspension: Leaf spring bogies

Fuel capacity: 510 l (136 U.S. gal)

 

Armor:

28 - 50mm cast steel

 

Performance:

Maximum speed: 40 km/h (25 mph) on road

32.2 km/h (20 mph) off road

Operational range: 230 km (142 mi) on road,

130 km (81 mi) off road

Power/weight: 9,13 PS/ton

 

Engine & transmission:

Somua 12.666cm³ V8 petrol engine with 200hp

 

Armament:

1× 75 mm Arsenal de Bourges (ABS) SA 35/L 25 howitzer with 47 rounds

2× 7,5mm Reibel machine guns (in the turret and in the front glacis plate) with a total of 2.750 rounds

  

The kit and its assembly:

I had wanted to build a Somua S35 (or rather a whiffy derivative of it) for a long time, and had already salvaged a Heller kit as a donor bank a while ago. But what could have been plausibly changed about this quite unique tank with its cast hull and small turret? In real life these features hindered its evolution, and except for the S40 and a projected SaU39 SPG on the S35’s chassis there were no variants or evolutions – also blocked by the fall of France and the German occupation.

 

Inspiration for a build struck me when I thought about a different main armament, in the form of a howitzer and as an infantry support vehicle, similar to the early German Panzer IV or late Panzer III. This would allow to take over hull and chassis and only required a different (bigger) turret for a bigger gun.

Finding a suitable turret turned out to be a tough task, though, because it was to be a cast construction, like the S35 itself. In 1:72 there’s only little choice. I checked aftermarket resin options but did not find any suitable parts. From other kits the only option I found was the early T-34 turret, but that had already been used on a modded Char B1, and beyond the wish to avoid a doublet I thought that it might be too big for the S35. After a long search I eventually came across Hasegawa’s Churchill Mk. I kit – which features the early and quite odd-looking 2-pounder turret which appeared like a serious option for my build.

 

Said and done, I tried to adapt the Churchill turret, and this was not as easy as expected. The S35 hull had to be opened, but the Churchill turret also featured a socket/ring which raised it markedly above the hull – looking a bit goofy, together with the turret’s bulbous shape. Cutting it away would have been a complicated task, so I rather decided to hide it behind a “fence” of styrene strips. The turret still sticks out, but not as obviously as without the small “collar”. The turret itself was upgraded with the Churchill’s 76.2 mm hull gun barrel and received S35 donors, namely the typical commander cupola and the independent machine gun mount. Both add more French flavor.

 

Other small mods include a scratched tarpaulin at the back (from paper tissue, white glue and tape strips, instead of the OOB “thing” that looks like a bulged box), a radio antenna at the back and a machine gun in the glacis plate – yes, and unlikely change due to the cast hull, but it would IMHO make a lot of sense for an infantry support vehicle that would attack enemy positions at relatively short range, to suppress enemy fire or infantry excursions. This was completely scratched from sprue material.

 

A final word about Heller’s 1:72 kit of the Somua S35. It is a nice representation of this tank at that small scale, and appreciably simple. However, it has some weak points. One major problem, esp. during lower hull assembly, is the lack of locator pins or other alignment aids. The instructions are not conclusive, leaving the modeler to trial and error. Another weak point (much like many other Heller tank kits) are the vinyl tracks. They are molded in a relatively stiff, bright silver PVC material, and they lack detail. Good thing is that not much of them is visible, once they are put into place – but this is another challenge in itself. They appear to be quite short, and to avoid damage to the running gear I mounted them unconnected. Good move, because the space above the return rollers turned out to be too small (or the tracks to be too thick), so that they had to be forced into position. Only then the track was fixed with super glue to the lower wheels, and thankfully the tracks neither broke when I bent them around the idler and sprocket wheels (the latter are devoid of any sprocket, BTW!). With some paint on the tracks the result looks quite good, though, but I’d give out a dire warning!

  

Painting and markings:

French WWII tanks and their paint scheme make an interesting modeling topic, because there were so many styles and variations, and even artistic if not bizarre liveries that really set them apart. One of these schemes is the “landscape with horizon” concept, an attempt to blend the tank’s side view into the landscape, in a kind of colored horizontal bands that also include the sky as potential background on higher areas. Several tanks were painted in this fashion, including S35s, and I adapted a scheme from a real S35 for my fictional build and even expanded it with elements from another tank that followed a similar concept.

 

The basic camouflage consists of green and brown horizontal bands on the tank’s lower areas (I used Humbrol 133 and 159, quite intense tones) and a greenish grey on the upper areas, including the hull’s top side, that could be described as “Sky Type S” – an odd choice for a tank, yet plausible within the camouflage concept’s framework. I used Tamiya XF-76 (IJN Grey-Green), which is more subdued than Sky, and it worked nicely,

The turret of the benchmark S35 was also painted in this grey-green overall and covered with black-rimmed mottles in green and brown. I adopted this for my build, too, but omitted the black contrast lines because they would have been very hard to replicate at the small 1:72 scala and on the turret’s highly fragmented surface. A difference was incorporated from another real S35, though: the upper surface was painted in sky blue (Humbrol 47), and that tone was extended down the turret’s sides. The blue blends well into the grey-green tone, and the mottles on top of that hide the edge between the tones even further.

 

Most tactical markings stem from a Trumpeter Char B1’s decal sheet, with improvised registration plates. The whole model received a dark brown washing with acrylic artist paints and some tone-in-tone dry-brushing to emphasize details and add plasticity. After a coat with matt acrylic varnish, I also added some mineral pigments to the hill’s lower areas to simulate dust.

  

Well, are more demanding conversion than obvious at first sight, and I am not 100% happy with the outcome because the bulbous new turret looks …ridiculous – due to its with and the forward position on the hull. The resulting proportions remind me a lot of the cute “Napoleon” tank from Masamune Shiro’s “Dominion Tank Police” manga/anime series. ^^ Yet, the paint scheme turned out nicely, and using the more intense brown and green were a good decision. The S39SI looks odd, but it’s still rooted in reality for a good part.

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

  

180712-M-FA245-0194 POHAKULOA TRAINING AREA, Hawaii (July 12, 2018) Philippine and U.S. Marines stack alongside a building to engage enemy combatant role players during a noncombatant evacuation operation (NEO) training event as part of Rim of the Pacific (RIMPAC) exercise at Pohakuloa Training Area, Hawaii, July 12, 2018. A NEO is conducted to evacuate citizens whose lives are in danger. RIMPAC provides high-value training for task-organized, highly capable Marine Air-Ground Task Force and enhances the critical crisis response capability of U.S. Marines in the Pacific. Twenty-five nations, 46 ships, five submarines, about 200 aircraft and 25,000 personnel are participating in RIMPAC from June 27 to Aug. 2 in and around the Hawaiian Islands and Southern California. (U.S. Marine Corps photo by Lance Cpl. Adam Montera)

A VTOL capable experimental VicViper designed for special-op missions. It has six guns and is capable of carrying a payload of rockets and/or missiles. Since it is designed to be able to land in remote areas it is also built with space for weapons and supplies for the pilot, who is trained in ground combat along with his space flight training.

 

My 1st VV. I barely finished this in time for Novvember. I made most of it on Thanksgiving weekend but was working on finishing the details and taking pictures of it to the last day.

The Bremen-built Norrona is capable of carrying 1482 passengers and 634 cars.

During the summer months of 2007 and 2008 it sailed to Scrabster from Bergen once a week. It then headed north to Torshavn in the Faroes and on to Seyisfjrur in Iceland before returning to the Faroes and then back to Bergen.

In November 2008 the Faroese government had to step in to save Smyril from bankruptcy with the injection of £3.1m.

Now the Norrona is used for a year-round service from the Faroes to Denmark, calling in Iceland between spring and autumn only.

 

www.smyrilline.com

 

Gross Tonnage: 35966

Deadweight: 6113 t

Length Overall x Breadth Extreme: 164.56m × 33.5m

Year Built: 2003

IMO: 9227390

MMSI: 231200000

Call Sign: OZ2040

Flag: Faroe Is [FO]

AIS Vessel Type: Passenger

Accelerated Development of Multi-Capable Airmen/Guardians

Maj. Caitlin Harris, 351st Special Warfare Training Squadron, Kirtland Air Force Base, New Mexico

Air Education and Training Command

 

The Special Warfare prototype project will provide linkages between human systems and operational tasks across a spectrum of skillsets that will accelerate training, learning, and retention while developing Airmen/Guardians in multiple competencies. This aggressive modernized training focuses on training the Airmen and Guardians in an efficient and dynamic way, preparing them for wartime situations requiring them to step outside their occupational specialty and operate as expert multi-disciplinarians.

 

Advanced Maintenance and Troubleshooting System

Master Sgt. Aaron Cordroch, 1st Special Operations Maintenance Group, Hurlburt Field, Florida

Air Force Special Operations Command

 

Imagine a world where we leverage cyber threat and intrusion/anomalies hardware detection and diagnostic mapping tools to take a snapshot of clean data and systems to build a picture of maintenance issues that can be monitored for changes.

 

Infrastructure in an Augmented Reality World

Tech. Sgt. Sarah Hubert and Tech. Sgt. Raymond Zgoda, 353rd Special Operations Wing and 374th Civil Engineer Squadron, Yokota Air Base, Japan

Pacific Air Forces

 

Realizing the potential of augmented reality enables precise determination of what and where our underground infrastructure is located without digging it up. Scanning installations and using Augmented Reality drastically reduces resources to repair after attack or natural disaster.

 

Project Kinetic Cargo Sustainment

Capt. Andrew Armor, Master Sgt. Brandon Allensworth, Master Sgt.

Peter Salinas, Master Sgt. Jet Nesle and Tech. Sgt. Justin Sprinkel, 18th Logistics Readiness Squadron, Kadena AB, Japan

Pacific Air Forces

 

Dramatically accelerate mobility cargo processing capacity and throughput by means of operating outside of analog mobility processes and tools for port operations.

 

Real-Time Asset Management System

Michael Dolan, Space Base Delta 3, Los Angeles AFB, California

Space Systems Command

 

Imagine leaders and employees optimizing office space, minimizing modernization construction costs and enable tracking and evolution continuity of every location and asset from unclassified to Special Access Programs. This Space Management tool provides real-time assessment and data mining capability for every square foot of buildings and every office space to include IT configurations down to the chip level.

 

Project Oregon Trail

Staff Sgt. Michael Sturtevant, 353th Special Operations Support Squadron, Kadena Air Base, Japan

Air Force Special Operations Command

 

Reimagined and reduced Time-Phased Force and Deployment Data are afforded because there are smaller, lighter, and faster-to-deploy mechanisms to move cargo and equipment wherever needed, on the spot without the need for pallet jacks or forklifts.

 

Photo by Mike Tsukamoto/Air & Space Forces Magazine

The Annual British Truck Racing Championship Made its way Back to The Brands Hatch Circuit for its Season Finale Marking the End of Motorsport for the Season.

 

With a Massive Firework Display on the Sunday and Plenty of on and Off Track Action The Weekend was Shaping up to be One to Remember.

 

Many Drivers and Support Races were also Present from the small Yet Nimble Legends Cars to the Much Bigger and more Powerful 1000 Break Horse Power Racing Trucks that will be doing Battle on the circuit Saturday was Looking like a Really Good Start to a Weekend of Speed Madness and Awesome Racing.

 

Speaking of which Lets take a Look and See what Qualifying will Hold for Each Support and Main Race and Find out who Will be Taking Pole for The First Races of The Weekend.

 

Legends Cars Championship (Qualifying)

 

First Up is the Famous and Fan Favourite Legends Cars Championship, Thease Little Tiny Machines Run Yamaha Motorbike Engines within them that run up to 1200/1250cc Depending on the Spec of Engine. They also are 120 Break Horse Power and with how Light Weight they are (1,325lbs Including The Driver) Thease Cars are Very Quick and Very Nimble.

 

Lets Find Out who came where in Qualifying and Who Will be Starting on the Front Row.

 

In First Place Taking Pole and The Fastest Lap was (Chris Needham) in his Legend Coupe 1250 with a Best Lap Time of 55.691 and a Top Speed of 78.08mph. Amazing Work there Chris Well Deserved and Super Job for Pole Position.

 

In Second Place was (Will Gibson) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.721 and a Top Speed of 78.04mph. Superb Job there Will Fighting Hard and Very Nearly Taking Pole from Chris.

 

In Third Place was (John Mickel) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 55.740 and a Top Speed of 78.01mph. Amazing Work John Pushing that Legend Hard and Securing P3 on the Gird for the Race Super Job.

 

Three Very Fast and Capable Drivers in Chris Will and John All Fighting it out with their Fellow Competitors for The Victory Come the First Race but who will be Brave enough to Take on the Top 3 Fastest Drivers out there? We will Have to Wait and See.

 

Junior Saloon Car Championship (Qualifying Part 1)

 

Next Up we Have The Junior Saloon Car Championship a Racing Series Designed for Much Younger Drivers (Between 14 and 17 Years of Age) who want to try their Hand in Motorsport from a Young Age.

 

Thease Drivers are Mostly Fearless and always Provide some Very Intense and Incredible Racing Due to their Competitive Nature and Determination to Win and Succeed.

 

The Cars Used for This Series are Citroen Saxo VTR'S that are 1600cc In Terms of Power Meaning that Every Driver is on a Level Playing Field when the Racing Starts making for some Close Wheel to Wheel Action and Really showing who the Most Skilled and Quickest Drivers out there are.

 

Speaking of Which Lets Get straight to Qualifying and see who was the Most Fearless and Managed to Clock an Incredible Lap During Qualifying.

 

In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.554 and a Top Speed of 74.26mph. In credible Driving there Charlie Very Precise and Controlled Thought the Entire Lap to Secure P1 on the Gird Amazing Job.

 

In Second Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.661 and a Top Speed of 74.13mph. Great Work there Jamie Pushing Hard and Securing that P2 Spot on the Front Row of the Gird Superb Job.

 

In Third Place was (Harvey Caton) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.685 and a Top Speed of 74.10mph. Incredible Drive there Harvey Pushing The Car and Fighting All the While to Defend that P3 on the Gird.

 

What an Incredibly Talented array of Drivers in Charlie Jamie and Harvey All Battling it out with their Fellow Competitors to try and Win the Championship and get those All Important Points they Need which could make up the Difference. Qualifying Second Fastest is up Next so lets take a look and see Who will come out on Top.

 

Junior Saloon Car Championship (Qualifying Second Fastest)

 

Following the Results from The First Qualifying Session the Second Qualifying Session Will see all the Drivers Go out again to Better their Lap Times and Maybe even Allow some New Competitors to Move up the Order into the Podium Places.

 

Lets Take a Look and See if Charlie Hand has managed to Hold onto His P1 Position on the Grid.

 

In First Place Taking Pole Position and The Fastest Lap was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.639 and a Top Speed of 74.15mph. Another Incredible Lap from Charlie Hand Putting Himself Once Again on Pole for The First Race for The Junior Saloon Car Championship. Congratulations Charlie.

 

In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.851 and a Top Speed of 73.89mph. Great Drive there from Will Securing P2 and Adding a New Driver to the Top of the Standings. Great Work.

 

In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.861 and a Top Speed of 73.87mph. Fantastic Work there Jamie Really Pushing the Car Hard and Taking that Third Position Away from Harvey on the Gird. Nice Job.

 

Another Really Intense Qualifying Session which has seen the Likes of Charlie Will and Jamie all Emerge Victoriously on the Front Row but out of All Three of Thease Very Talented Drivers only one of them Can take The Race Win but who is it going to be?

 

CTCRC Racing For Marshals (Qualifying)

 

Next Up was The CTCRC Racing For Marshals Race a Very Special Support Race added to the Weekend at the Last Moments to Congratulate and Commemorate the Important Safety and Work each and Every Marshal of the Circuit does where ever they go and What Ever the Circuit.

 

The Orange Army as they are Known as take out their Time on Weekends to Volunteer at Race Meets Marshalling the Races to ensure Driver Safety is a Top Priority in the Sport and that Rules are being Adhered to.

 

From Volunteers who Clean the Track after Each Race to Flag Wavers to Incident Respondents and even Vehicle Recovery The Orange Army is always on Standby For When Anything goes Wrong. They Have a Passion for Motorsport that Cannot be Matched and a Community that is still Going Strong to this Day all over the Country.

 

The Race itself Features a Wide Variety of Cars from Honda Civic EG2000 to Ford Escort MK1 Mexico's to even Aston Martin V8 Vantages. Each and Every Car has its Strengths and Weaknesses when it comes to Power and Control.

 

Lets take a Look at Qualifying and see who Managed to Taim their Beast and take that All Important P1 Spot on the Gird for Race 1.

 

In First Place taking Pole Position and the Fastest Lap was (Samuel Wilson) in his Aston Martin V8 Vantage with a Best Lap Time of 52.087 and a Top Speed of 83.48mph. Phenomenal Drive there Samuel Really Working Hard to Keep the Car on the Track and Utilise all that Important Horse Power.

 

In Second Place was (Gary Prebble) in his Honda Civic EG2000 with a Best Lap Time of 52.672 and a Top Speed of 82.56mph. Great Work there Gary Pushing Hard and Ensuring that P2 is Secure on the Gird. Great Driving.

 

In Third Place was (Mike Saunders) in his Ford MK1 Escort Mexico with a Best Lap Time of 52.837 and a Top Speed of 82.30mph. Fantastic Work there Mike Great Job and Well Done for Securing P3 on the Grid.

 

A Really Fantastic Trio of Drivers in P1 P2 And P3 in the Likes of Samuel Gary and Mike all Pushing Hard and Making their Mark Amongst their Fellow Drivers but will anyone Else be able to challenge them and Potentially take that All Important P1 Spot Right Out from Underneath them? Stay Tuned to Find Out.

 

Pickup Truck Championship (Qualifying Part 1)

 

Pickup Trucks made their way out onto the Circuit Next and With some Very Fast and Capable Machinery in each of thease Cars Expect to see Very Fast Lap Times and a Lot of High Speed Action.

 

The Pickup Trucks themselves are Made out of a Space Frame with the Bodies on all the Trucks Just being either Plastic or Fibreglass which Helps to Reduce Weight and Allows for some Very Quick Lap Times around the Circuit.

 

Engine Specifications for the Pickup Trucks Includes a 2.0 Litre Engine Capable of 220 Break Horse Power and Much like The Legends Cars they are Still Very Nimble at High Speeds Resulting in Full concentration and Skill to ensure Victory on the Race Track.

 

Lets Look to Qualifying and see what Happened and who will be On Pole for the First of Two Qualifying Sessions This is Part 1.

 

In First Place taking Pole and the Fastest Lap was (Matt Wills) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Great Drive there Matt Pushing Hard and Keeping the Truck Pointing in the Right Direction at All Times. Great Work.

 

In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Well Done Matt P2 and a Super Drive from you as well.

 

In Third Place was (Dean Tompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Well Done Dean A Really Good Drive and Fending off David O' Regan to take that All Important P3 on the Grid.

 

Another Incredible Display of Car Control and High Speed Action from the Two Matt's and Dean for what I'm Sure will be a Fantastic First Race when the Lights Go Out but for Now its onto Qualifying Part 2 to see if Any of the Fastest Drivers Can Improve or Move their Positions on the Gird to a Better Starting Spot.

 

Pickup Truck Championship (Qualifying Part 2)

 

For Part 2 of This Qualifying Session the Top 20 Fastest Drivers Battle it out for Another Chance to either Improve or Defend their Position from the First Qualifying Session.

 

Lets take a Look and see How Dean and the Two Matt's go on Did they Stay where they Were or Have they Moved About a bit and Allowed a New Driver to take Pole for the Race?

  

In First Place taking Pole and The Fastest Lap was (Mark Willis) in his Pickup Truck 2000 with a Best Lap Time of 52.358 and a Top Speed of 83.05mph. Congratulations Mark P1 and a Front Row Start on the Gird for Race 1. Incredible Lap.

 

In Second Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.529 and a Top Speed of 82.78mph. Another Fantastic Lap there Matt Hanging onto P2 on the Grid and Matching Your Previous Fastest Time. Great Stuff.

 

In Third Place was (Dean Thomas) in his Pickup Truck 2000 with a Best Lap Time of 52.593 and a Top Speed of 82.68mph. Fantastic Work there Dean Keep Hold of that P3 on the Grid and Defending Well from P4's David O' Regan.

 

What a Superb Bit of Driving from Each of the Top Three in Mark Matt and Dean Thease Three Really Know How to Push their Pickup Trucks to the Limit and Race them Right on the Edge of what is Possible Around this Circuit. Looking Forward to the First Race and to see who can make their Mark on the Weekend First.

 

British Truck Racing Championship (Qualifying)

 

Finally it was Time for The Heavy Weights to make their way out onto the Circuit and with 1000 Break Horse Power under each of the Drivers Right Foot This will Surely be a Qualifying Session of who is Brave Enough to Push their Truck to the Limit and Take Pole Position for Race 1 of the Weekend.

 

In First Place taking Pole Position and The Fastest Lap was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 1:00.232 and a Top Speed of 72.19mph. Brilliant Driving from Ryan Really Pushing on and Getting the Job Done to Secure the First Pole Position for Truck Racing this Weekend. Fantastic Drive.

 

In Second Place was (Stuart Oliver) in his Volvo VNL 13000 with a Best Lap Time of 1:00.949 and a Top Speed of 71.34mph. Well Driven there Stuart Keeping the Volvo Out of Trouble and Taking a Well Deserved P2 Spot on the Grid.

 

In Third Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:01.146 and a Top Speed of 71.11mph. Great Drive there David Really Well Done that's P3 on the Grid.

 

Three Incredible Drivers in Ryan Stuart and David all Pushing themselves Hard and Getting Ready for what Will be a Super First Race for the Trucks. To All the Other Truck Racers and Support Racers taking Part Good Luck and May the Best Man Win.

 

Legends Cars Championship (Race 1 Results)

 

After a Very Hectic Qualifying Session which saw Chris Needham Will Gibson and John Mickel in First Second and Third Place it was Time for Race 1 and to see out of the Top 3 Drivers as well as the Rest of the Drivers who could take that All Important Race Victory.

 

In First Place Taking the Win was (Sean Smith) in his Legend 34 Ford Coupe 1250 with a Best Lap Time of 56.515 and an Average Speed of 50.17mph. Congratulations Sean Really Well Driven and Held together for that Impressive Victory.

 

In Second Place was (Stephen Whitelegg) in his Legend Coupe 1250 with a Best Lap Time of 56.352 and an Average Speed of 50.17 mph. Superb Driving from Stephen and a Fantastic P2 Finish on the Podium.

 

In Third Place was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.160 and an Average Speed of 50.16mph. Great Driving There John P3 and The Final Step on the Podium.

 

What an Amazing First Race that was for The Legends Cars Championship with the Likes of Sean Stephen and John all Taking Superb Victories and Battle Through the Field. Good Luck to all other Drivers and Lets see what Race 2 Brings.

 

Legends Cars Championship (Race 2 Results)

 

After a Really Intense Battle at the Top End of the Field it was Time once again for the Legends Cars and their Drivers to Head out onto the Circuit for Race 2.

 

In First Place Taking the Win was (Will Gibson) in his Legend 34 Ford Coupe with a Best Lap Time of 55.548 and an Average Speed of 77.28mph. Phenomenal Drive there Will Pushing Hard through the Field to take a Very Well Deserved Race Win. Congratulations.

 

In Second Place was (Miles Rudman) in his Legend 34 Ford Coupe with a Best Lap Time of 55.541 and an Average Speed of 77.25mph. Great Drive there Miles Pushing Yourself and The Car Thought the entire Race and Securing P2.

 

In Third Place was (Mike Schlup) in his Legend 34 Coupe with a Best Lap Time of 55.638 and an Average Speed of 77.07mph. Great Driving there Mike Nicely Done and P3 on the Podium Super Job.

 

Another Amazing Race which saw the Likes of Will Miles and Mike all Taking Victories with a Superb Display of Driving from Each of them and some Very Competitive Action thought the Race from other Drivers too. Race 3 is Up Next and who will take the Final Race Victory of the Day for The Legends Championship?

 

Legends Cars Championship (Race 3 Results)

 

The Final Legends Race of Saturday and with so Many Different Drivers Winning such as Will Gibson Sean Smith would anybody else be able to take on thease Top Level Drivers and Bring Home Glory to their Team?

 

Lets Find Out

 

In First Place taking the Victory was (John Mickel) in his Legend 34 Ford Coupe with a Best Lap Time of 56.016 and an Average Speed of 63.83mph. Amazing Job John Really Pushing the Car to its Limits in this Last Race and Taking Home the Spoils and The Glory. A Really Nice way to End The First Days Racing Congratulations.

 

In Second Place was (Paul Simmons) in his Legend 34 Ford Coupe with a Best Lap Time of 55.801 and an Average Speed of 63.81mph. Nice Work Paul A Really Solid Race and a Great Finish for a First Days Racing at Brands Hatch.

 

In Third Place was (Jack Parker) in his Legend 34 Ford Coupe with a Best Lap Time of 55.682 and an Average Speed of 63.54mph. Really Great Drive Jack 3rd Place and Fantastic to see a New Winner on the Podium for Legends Racing Really Well Deserved.

 

What an Incredible First Day of Racing it has been for the Legends Championship and with another Three Races to come on Sunday the Action will continue to Intensify. A Big Congratulations to all of the Race Winners in John Paul Jack Stephen Mike Miles and Sean who all Drove Insanely Well and Well Done to all of the other Drivers out there. Keep Pushing and Never Give Up.

 

Junior Saloon Car Championship (Race 1 Results)

 

The First Race for the Junior Saloon Cars Championship is Up Next and After seeing Charlie Hand Dominate the Field in Qualifying Will any other Driver be able to Stop Him.

 

Lets Find Out

 

In First Place taking the Victory was (Charlie Hand) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.995 and an Average Speed of 61.36mph. Phenomenal Job Once Again Charlie Putting on a Super Display of Driving Skill and Speed to Dominate Your way to Victory from Lights to Flag. Amazing Drive.

 

In Second Place was (Will Redford) in his Citroen Saxo VTR 1600 with a Best Lap Time of 58.981 and an Average Speed of 61.33mph. Really Well Driven there Will Chasing Down Charlie Right till the End and Still Finishing an Incredible Second Place. Congratulations.

 

In Third Place was (Jamie Petters) in his Citroen Saxo VTR 1600 with a Best Lap Time of 59.392 and an Average Speed of 60.74mph. Great Drive there Jamie A Lot of Hard work and Dedication to achieve that Third Position Fighting off Ruben Hage in a Thrilling Battling Side by Side. Well Done.

 

A Fantastic Opening Race for the Junior Saloon Car Championship with the likes of Charlie Hand coming out Victorious Once Again with Will Redford in Second Place and Jamie Petters in Third.

 

A Quick Mention of that Incredible Battle Between Jamie and Ruben for 3rd Place What a Phenomenal Bit of Driving from thease Two Young Drivers as they went Side by Side Continuously for Three Straight Laps before Jamie took that All Important P3 with a Move at Paddock Hill Bend. Great work to Ruben too a Phenomenal Drive for P4.

 

Looking Forward to some More Intense Racing Action from thease Two as Well as all the other Drivers in This Series on Sunday Until Then Good Luck and Keep Racing!

 

CTCRC Racing For Marshals (Race 1 Results)

 

After a Brilliant Qualifying Session which saw Samuel Wilson in his Aston Martin V8 Vantage take Victory Over Gary Prebble and Mike Saunders it was Time to see what the CRTC Drivers could get up to and who could take their First Victory in Race 1.

 

In First Place Taking Victory was (Scott Kirwan) in his Reno Clio 2000 with a Best Lap Time of 58.832 and an Average Speed of 72.98mph. Amazing Drive there Scott A Well Deserved Victory to take First Place.

 

In Second Place was (Keith Evans) in his Alpha Romeo Alpfasud with a Best Lap Time of 1:03.789 and an Average Speed of 67.70mph. Great Work there Keith Really Pushing Hard and Taking a Well Deserved P2 in the Race. Fantastic Work.

 

In Third Place was (Nathan Berrisford) in his BMW 1800ti with a Best Lap Time of 1:03.752 and an Average Speed of 67.53mph. Great Work from Nathan To Achieve Third Place and take that Final Step on the Podium Congratulations.

 

A Really Great First Race for the CTCRC Showcasing some Impressive Machinery and some Really Amazing Drivers in Scott Keith and Nathan All Taking Superb Victories on DAY 1. Good Luck to all of the other Drivers out their your Time Will Come, Keep Racing and Pushing your Team and Yourself to Go Further.

 

Pickup Truck Championship (Race 1 Results)

 

Next Up The Pickup Trucks Made their way out onto the Circuit and after Seeing what thease Drivers could do in Qualifying it was Mark Willis who took Pole Position in the Second Fastest Qualifying Category with Matt Simpson in Second Place and Dean Thomas in Third. Who Will be Able to Challenge each of the Top Three?

 

Lets Find Out

 

In First Place taking the Race Win and the Fastest Lap was (Dean Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.051 and an Average Speed of 81.70mph. Congratulations Dean Really Well Done and a Fantastic Drive thought the entire Race.

 

In Second Place was (Paul Thompkins) in his Pickup Truck 2000 with a Best Lap Time of 52.402 and an Average Speed of 81.68mph. Superb Job there Paul Working Really Hard and Trying to Stay Close to Dean Most of The Time as Well.

 

In Third Place was (Matt Simpson) in his Pickup Truck 2000 with a Best Lap Time of 52.519 and an Average Speed of 81.65mph. Really Well Done Matt Fantastic Drive with a Few Sideways Moments and Securing P3 on the Podium.

 

A Really Exciting First Race for the Pickup Trucks as they Battled it out to see who could take that All Important Victory and become a Race Winner. Huge Congratulations to Dean Paul and Matt for putting on One Hell of a Great Race and to All the other Pickup Truck Drivers who showed their Skills and Racing Passion while Competing. Looking Forward to Sunday and More Track Action from This Lot.

 

British Truck Racing Championship (Race 1 Results)

 

Lastly for the Saturday was The British Truck Racing Championship and after a Really Aggressive Qualifying Session it was Time for each Driver to put their Skills to the Test and Battle it out for a Victory.

 

With Ryan Smith in Pole Position Stuart Oliver in Second and David Jenkins in Third This Race is Going to be One Hell of a Good Race to Witness.

 

In First Place taking the Victory was (Ryan Smith) in his Mercedes Actros 12000 with a Best Lap Time of 58.945 and an Average Speed of 72.21mph. Congratulations Ryan Really Well Deserved and a Fantastic Victory for Race 1.

 

In Second Place was (David Jenkins) in his Man TGX 12000 with a Best Lap Time of 1:00.159 and an Average Speed of 71.48mph. Amazing Job there David Taking your P3 Position in Qualifying and Turning it into a P2 Finish at the End of the Race Great Drive.

 

In Third Place was (John Newell) in his Man TGS 12000 with a Best Lap Time of 1:00.718 and an Average Speed of 70.64mph. Nice Work John Pushing the Truck Hard and Fending off Martin Gibson to take a Well Deserved Third Place.

 

Super Racing From the British Truck Racing Championship with Many Side by Side Battles Taking Place thought the Race and Lots of Sideways Action to Round off the Saturday Here at Brands Hatch.

 

A Big Congratulations to Ryan Smith David Jenkins and John Newell who all Drove Very Well and Showed what a True Championship Like Drive is in one of thease Monstrous Trucks. Well Done to all of the other Truck Racers who also Took Part Hoping to see some New Faces on the Top Step of the Podium Come Sunday.

 

For Now See You ALL Then!

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

  

SOL Austin: Net-Zero Capable

www.solaustin.com

Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.

 

Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.

 

This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.

The Skyraider, an attack aircraft, was built by Douglas Aircraft Company to replace the carrier-based TBM Avenger and SB2C Helldiver torpedo and dive bombers. The Skyraider made its first flight in 1945. The aircraft served in the Korean and Vietnam Wars. It was capable of carrying large loads of ordinance and its relatively slow speed allowed it to loiter over targets providing precise attacks on enemy ground forces. In Vietnam, the Skyraider proved to be one of the best close air support aircraft in service during the war

 

The aircraft in the photograph had the Navy unit identification of Attack Squadron 152 (VA-152)

Ability is what you're capable of doing. Motivation determines what you do. Attitude determines how well you do it.-

Lou Holtz

Day 102

11/3

I watched the proverbial sunrise coming up over the Pacific and you might think I'm losing my mind, but I will shy away from the specifics. Cause I don't want you to know where I am cause then you'll see my heart in the saddest state it's ever been. This is no place to try and live my life. Stop right there, that's exactly where I lost it. See that line? Well I never should have crossed it. Stop right there, well I never should have said that, it's the very moment that I wish that I could take back. I'm sorry for the person I became, I'm sorry that it took so long for me to change. I'm ready to make sure I never become that way again. Cause who I am hates who I've been, who I am hates who I've been. I talk to absolutely no one, couldn't keep to myself enough and the things bottled inside have finally began to create so much pressure that I'll soon blow up and I heard the reverberating footsteps synching up to the beating of my hear, and I was positive that unless I got myself together, I would watch me fall apart. And I can't let that happen again cause then you'll see my heart in the saddest state it's ever been. This is no place to try and live my life. Stop right there, that's exactly where I lost it. See taht line? Well I never should have croppsed it. Stop right there, well I never should have said that, it's the ver moment that I wish that I could take back. I'm sorry for the person I became, I'm sorry that it took so long for me to change. I'm ready to make sure I never become that way again. Cause who I am hates who I've been, who I am hates who I've been. Who I am hates who I've been and who I am will take the second chance you gave me. Who I am hates who I've been cause who I've been only ever made me. Who I Am Hates Who I've Been - Relient K

 

Inspired by those lyrics.

 

I've never been able to relate to a song this much.

I'm almost positive I haven't been this depressed ever. This is beginning to scare me, I know what I am capable of when I get like this and I don't want to reach that point again.

I need your help but you're not here to help me, no matter how much you say you are.

You've got her now, and I've realized that you're not coming back to me, not now at least. And I don't think I can really be happy until I have you back, no matter how cliche that really sounds.

Capable of receiving today’s largest container ships, carrying up to 8,500 TEU, Congo Terminal (Port of Pointe-Noire) provides access to the Congo Basin’s 100 million inhabitants. It is also an ideal transhipment hub on the West African coast.

Konya ordered 12 trams capable of catenary-free operation from Škoda in May 2014. as a follow-on order for 60 ForCity Classic 28T trams. This brings the total order value for 72 trams to KC3•4bn. Following certification in January, a prototype Catfree tram has been on test at Škoda’s Plzeň factory.Roof-mounted nano-lithium-titanium batteries enable catenary-free operation for up to 3 km, and are recharged through the pantograph.

‘The tram managed to accelerate 30 times to 30 km/h for a total of 8 km without recharging’, explained Milan Šrámek, Škoda Transportation’s Electric Product Manager.

The trams for Konya are to be used on a new line which will have a 1•8 km section without overhead wires. The first 28T from the original order entered passenger service in February 2014.

 

SOL Austin: Net-Zero Capable

www.solaustin.com

Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.

 

Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.

 

This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.

(Fr) Avec un nouvel agrandisseur capable de tirer des films en 4x5", et avec l'achat tout récent d'un objectif pour le tirage des films de cette dimension ( un 150mm ), je peux désormais partager avec vous mes photos faites en grand format.

 

Je n'ai pas encore de margeur pour respecter le ratio du film, et le seul que j'ai actuellement est déjà réglé pour avoir une marge blanche symétrique que je ne souhaite pas défaire. Dès lors, le ratio qui en résulte est du 4/3.

 

Pour cette première, je vous propose une faite à Bélouve en décembre 2017. La kaz, tout en bardeau bien marbré par de zones grisées se prêtait bien pour un noir et blanc. Par ailleurs, le site et sa verdure bien riche avec les tamarins des hauts en arrière plan, quelques bégonias et autres fleurs ou herbes en premier plan, apportaient une ambiance bucolique à la scène. En d'autres mots, j'avais une opportunité de capter plein des détails, et le Ilford FP4 a bien joué son rôle.

 

(En) With a the new enlarger able to print 4x5 films, and with the very recent purchase of a lens for those films size, I can share whith you my photographs made with a large camera.

 

I’ve not yet enlarger easel for 4x5 ratio, and the only one I actually have is already configured for giving symmetrical white margin that I don’t want undo. So, the ratio size is hear in 4/3.

 

For this first sharring, I suggest you one made at Bélouve in december 2017. The house in shingles well marbled by gray areas was good for black and white. Furthermore, tamarinds of the highlands on the background, begonias, other flowers and wild grass on the foreground give bucolic atmosphere. In other words, I’ve opportunity to capture details , and the FP4 played well his part.

 

exif : sinar F1 - sinaron 210mm - FP4 at 80ISO - PMK - print on Bergger Variable CM

female with fish

This is one very capable king judging from the wide variety of prey items it brought back.

Never expect this fella to be able to catch fish just like the common king does .

An extremely versatile bird being able to capture a huge variety of prey items. The most incredible being fishes. In order to catch them, means it has to make high velocity dive with pin point accuracy compensating for the water's refraction. Grip it by its bill with eyes shut and make its way back up to the surface with sufficient force to break free from the water surface. A stunning display of unique hunting skills indeed.

 

@panti, msia

www.flickr.com/photos/lonesomecrow/sets/72157630661485546...

 

The RB Kingfisher nesting in Panti, msia

 

The parents took turns bringing back a variety of prey items to feed their hungry youngs awaiting in the nesting tunnel which the parents painstakingly excavated earlier.

It was unclear just how many chicks were inside the nesting tunnel. Judging from the frequency of every about 1/2 hour and the number of food items brought back by the parents suggested at least 2-3 chicks were nesting

The exact number could only be determined during the fledging period when the young kings start to leave the nest one by one. That certainly would be a spectacular sight to watch, which I hope to witness one day.

It really makes me wonder how the chicks comsume such large food items. To put that in perspective, it's like for us to swallow a 10kg piglet at one go cause' they have got no teeth to chew their food.

Because all these feeding activities happen inside the confine of the nesting tunnel we have got no clue how they do it. Hopefully one day technology would helps us to learn more about them by allowing us to 'see' just what's going on inside the 'secret' chamber without causing any harm to them.

 

special note : these birds were captured in such intricate details only during their nesting period when you could approach it with amazingly close distance. The parents at all costs had to bring up their young during which they would returned to feed the chicks. They would perched at the exact same spot, stayed for a couple of seconds before disappearing into the nest hole with a rich variety of food source each time, only to emerge moments later to repeat the whole process all over again.

I have only seen it once during non-nesting period, and it was like a thousand miles away. One more inch closer, it would vanished in thin air.

  

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

   

The Me 163 Komet, designed by Alexander Martin Lippisch, was the only operational rocket-powered fighter aircraft during the Second World War. Although revolutionary and capable of performance unrivaled at the time, it proved ineffective as a fighter and resulted in the destruction of very few Allied aircraft.

  

In 1965, the USAF announced that Lockheed had won the competition for the CX-HLS, a very heavy transport aircraft, with what would become the C-5 Galaxy. This left the other two competitors, Boeing and McDonnell Douglas, with viable designs but no orders. Both companies eventually came to the same conclusion: their designs could be reworked into "wide-body" airliners capable of carrying over 300 people.

 

However, both companies came up with different design ideas. Boeing went with its familiar four conventionally wing-mounted engines but an all-new fuselage design, whereas McDonnell Douglas stayed with a conventional fuselage layout but introduced a new trijet engine design. Trijets had been used in the past by Boeing's 727 and Hawker-Siddeley's Trident, but McDonnell Douglas had never tried the concept, and it had never been tried on such a large aircraft. Two engines were mounted on the wings and a third at the base of the tail. The fuselage was kept the same length as Douglas' DC-8-60 series, which the new DC-10s were meant to replace.

 

American Airlines had issued a requirement for a long-range aircraft capable of operating from shorter runways than the 747, and McDonnell Douglas' design fit the bill perfectly. American Airlines ordered 25 DC-10-10s in 1968, and the prototype’s maiden flight occurred in 1970; it entered revenue service with American in 1971. The 747 had beat the DC-10 into service, but McDonnell Douglas was more concentrated on domestic sales: the DC-10 was perfect for high-density transcontinental flights, especially from "hot and high" airports such as Denver, whereas the 747 would not be profitable on transcontinental routes. The DC-10 also beat Lockheed's entry into the wide-body market, the L-1011 Tristar: the L-1011 was more advanced, but engine delays left the L-1011 lagging far behind the DC-10 in sales.

 

Once the DC-10-10s and DC-10-20s had proven themselves, McDonnell Douglas began offering the DC-10-30s and DC-10-40s for transatlantic flights, which was heavier due to additional fuel tanks; the DC-10-30s had an extra centerline landing gear to compensate for higher landing weights. Sales were steady, if not spectacular, and McDonnell Douglas looked forward to repeating the success of the DC-8.

 

Then disaster struck. This was the start of the aircraft’s long and troubled history, earning it the nickname “Death Plane.” Turkish Airlines Flight 981 crashed just after taking off from Paris on March 3rd, 1974, killing all 346 on board in the first wide-body crash and, at that time, the worst disaster in aviation history. The crash was traced back to a flawed cargo door design: the door had blown open in midflight as cabin pressure changed, depressurizing the aircraft and severing the control cables. Ironically enough, McDonnell Douglas knew about the flawed cargo door latch system from another accident in 1972, yet they did nothing to fix it. This would result in one of the largest lawsuits in U.S. legal history. McDonnell Douglas had barely even begun modifying the cargo doors to a safer design when American Airlines Flight 191 crashed in Chicago on May 25th, 1979, resulting in the deaths of 273 people.

 

This accident was less the fault of the aircraft than poor maintenance on the part of American Airlines (the entire left engine and its pylon had quite literally come off the plane during takeoff), but public confidence was severely shaken in the DC-10. After this, in June 1979, the FAA stepped in. They temporarily grounded all U.S. registered DC-10s for five weeks, and foreign DC-10s were banned from flying into U.S. airspace. Due to this, some airlines quietly canceled their orders in favor of the L-1011 or 747, and for those airlines who chose to keep their DC-10s, there were many cases where passengers just flat out refused to fly on them.

 

Gradually, however, the two crashes were forgotten about, and the DC-10 was able to rebuild an, at best, enviable safety record—other DC-10s were lost, but only one was due to a problem with the aircraft itself. Other notable incidents involving DC-10s include United Airlines Flight 232, Air New Zealand Flight 901, FedEx Flight 705, Western Airlines Flight 2605, UTA Flight 772, National Airlines Flight 27, Martinair Flight 495, and others. As of 2024, a total of 55 DC-10s have been lost, with 32 of those being hull losses. Public trust in the aircraft was gradually restored, and the DC-10 would end up eclipsing the L-1011 in spades: it remained in production and service longer, though the 747 would outlive both its rivals. When production ended in 1989 in favor of the more advanced but similar MD-11, a total of 446 DC-10s (including 60 KC-10 Extender tanker aircraft for the USAF) were built. The last passenger flight, operated by a Biman Bangladesh Airlines DC-10, occurred in 2014, but relatively large numbers continued serving as cargo aircraft, especially with FedEx. FedEx would eventually begin retiring its fleet of MD-10s from 2021-2023 in favor of new Boeing 777F Freighters. Today, only eight genuine DC-10s are still flying. Four are currently in use with 10 Air Tankers, Omega Air Refueling Services owns a pair of DC-10s with one more undergoing conversion at the time of this writing, and TAB Air Cargo of Bolivia currently operates a single DC-10.

 

Orbis International is not an airline; it is a nonprofit organization dedicated to preventing blindness and the treatment of blinding eye diseases in poor, developing nations through hands-on training, public health education, advocacy, and local partnerships. The company was founded in 1982 with a grant from the U.S. Agency for International Development (USAID) and a number of private donations and support from the U.S. government; the centerpiece of the organization was a former United Airlines Douglas DC-8 that would fly to areas of need. The interior was converted into a classroom, operating theater, and support facilities while volunteers flew the aircraft. The aircraft itself was known as the “Flying Eye.” Orbis was quite successful in its first years of operation, but the DC-8’s old age and lack of spare parts were becoming a problem for the organization. Today, the DC-8 is on display at the Chinese Aviation Museum in Beijing. In 1991, it purchased a McDonnell Douglas DC-10, N220AU, and made a similar conversion to the new “Flying Eye.” N220AU was retired in 2016 in favor of a newer, ex-FedEx MD-10. This new aircraft is registered as N330AU. This MD-10 will feature a modular hospital suite, making it the first time one of these will be used on an aircraft.

 

N220AU would be historic enough due to its service as Orbis' “Flying Eye,” but it is also historic in that she is the oldest surviving DC-10 left. She was originally built as N101AA in 1970 as the second prototype DC-10-10 and was used for testing and various promotions. From 1972-1977, it flew with the unique registration of N10DC. When testing was completed in 1977, it was sold to Laker Airways and eventually flew with other carriers, including American Trans Air and CalAir/Novair. When Novair went out of business in 1990, G-GCAL, as it was known, was acquired by Orbis in 1991 and reregistered as N220AU. When she was retired in 2016, it was donated to the Pima Air and Space Museum. Pima is world famous for its impressive military collection, but recently, they have been steadily acquiring some commercial aircraft as well. N220AU wears Orbis' current, rather attractive livery. With the USAF recently retiring its fleet of KC-10 Extenders, I hope that Pima will one day acquire one to place on display, as I think it would be neat for the public to see both aircraft.

Believing themselves capable of returning a dead lover to life, these sorcerers were persuaded by a spirit to open a portal to the underworld. Little did they know they would be unleashing the armies of hell within their own tower. Now they fight desperately to correct their mistake.

 

Built for CCCXX: Magical Mishap category

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SOL Austin: Net-Zero Capable

www.solaustin.com

Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.

 

Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house, led us to develop the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect, KRDB, to design, develop and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. The homes have been rated 4-5 star by the Austin Energy Green Building Program. SOL Austin has received national attention and has been featured in the New York Times, Metro-Homes and DIY Network’s, This New House.

 

This 3 bedroom, 3 bathroom home has 1538 square feet. The Master Suite features a second story balcony, and the open living, dining, kitchen floor plan is ideal for entertaining.

HELSINKI, Finland (Oct. 7, 2016) Deputy Secretary of Defense Bob Work receives a tour of a Finnish Coast Guard ice-capable patrol craft in Helsinki, Finland, Oct. 7, 2016. (DoD photo by Navy Petty Officer 1st Class Tim D. Godbee)(Released)

 

“If we all did the things we are really capable of doing, we would literally astound ourselves.”

~Thomas A. Edison

  

inspirationalquotes.club/if-we-all-did-the-things-we-are-...

The Texas rat snake is a fairly large snake, capable of attaining lengths past six feet.They vary greatly in color and patterning throughout their range, but they are typically yellow or tan in color, with brown to olive-green, irregular blotching from head to tail. Specimens from the southern area of their range tend to have more yellow, while those from the northern range tend to be darker. One way to distinguish them from other rat snakes is they are the only ones with a solid grey head. Some specimens have red or orange speckling. The belly is typically a solid gray or white in color. The several naturally occurring color variations include albinos, high orange or hypomelanistic, and a few specimens which display leucism which have become regularly captive-bred and are popular in the pet trade. The Texas rat snake has a voracious appetite, consuming large numbers of rodents and birds, and sometimes lizards and frogs which they subdue with constriction. They are generalists, found in a wide range of habitats from swamps, to forests to grasslands, even in urban areas. They are agile climbers, able to reach bird nests with relative ease.They are often found around farmland, and will sometimes consume fledgeling chickens and eggs, which leads them to be erroneously called the chicken snake. They are known for their attitude, and will typically bite if handled, though their bite is harmless...

Please, do not use any of my images on websites,

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All rights reserved:

© 2013 Dave Bush

® Gravel Ridge Photography 2013

 

My images are copyrighted. ©

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Thanks, Dave

No images are to be used w/out permission!!!

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Tag: R.I.P.S (Reworked In Paint Shop)-Pro Photo X5

Coral After Shot Pro

Topaz Adjust v.5

Go to my profile to learn more about me:

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The first Soviet production fighter capable of supersonic speeds in level flight, the prototype MiG-19 (NATO code-name "Farmer") made its first flight in September 1953. Entering production in 1955, it became the Soviet Union's primary fighter during the last half of the 1950s. Possibly as many as 10,000 MiG-19s, in various versions, were built by the Soviet Union, China, Poland and Czechoslovakia. Many other countries used the MiG-19, including Cuba, North Vietnam, North Korea, Iraq and most of the Warsaw Pact nations. The Soviet Union phased out the MiG-19 in the early 1960s in favor of the more advanced MiG-21, but other nations continued to use the MiG-19 for many more years.

 

The museum obtained MiG-19S on display from the 457th Technical Evaluation Squadron based at Nellis Air Force Base, Nev. It went on display in October 1994.

 

(028.jpg)

 

Verso

 

are capable of keeping runaways in check – and the natural consequence if that a bushranger seldom exists more than two or three months – The police know the country better than the runaways, and can easily entrap them, whilst from their being well armed and well mounted, it would require a large body of bushrangers to oppose even a few of them – Great credit is certainly due to this body for their activity and seal and as most of them are men picked for their intelligence as well as activity, they seldom commit aggressions on the liberties of the public, whilst of late very few prisoners have been taken the bush and those who [then] set their evil fortunes at defiance have soon been apprehended – Much ridiculous misapprehension has existed in the Mother Country with regard to bushrangers. Many wonderful stories have been circulated with more of imagination than judgement – the life of the bushranger even if he should escape apprehension for a short time is full of misery, they dare not hurt themselves even to the prison population, who have everything to expect for apprehending them – They find no food in the bush, such as a European can subsist on, they may occasionally obtain a few precarious supplies from the outstations – Whilst the booty they may obtain from their depredations amounts to nothing, for no settlers have any portable articles of value at their establishments, the bushrangers consequently lead a life of extreme misery penury and anxiety, and it has been invariably found the best antidote for the [taste] for [wandering] to allow a man who has taken the bush to converse with your servants –

 

The greatest robberies are always committed in the neighbourhood of Sydney, and it is well known that the robbers far from being bushrangers are sheltered and many of them domiciled in Sydney itself – Here they sometimes have an opportunity of acquiring a considerable booty and have ready marts to disbuse of it. They are bushrangers at nights and peaceful citizens by day-

  

In the capable hands of its driver (and Southern Transit managing director) Neil Bird, former Arriva London North RML 2660 has all its 1990s Transmatic interior lighting and its headlights all switched on in readiness for the fading daylight hours as it awaits its scheduled departure time in Sandridge Street in Archway on route 17 down to King's Cross. Just visible in the background on the left of the photo is the iconic Victorian structure that is the Archway Tavern, where up until April 1952 the pub was the northern terminus of former London Transport tram route 35 which ran all the way from Archway down to Forest Hill via the Kingsway tram subway; the 35 tram route being replaced by the former 172 bus route.

Strobist:

 

1 SB-800 camera left with STU @ 1/8 fired via CLS and a fill card camera right

  

I was at the dollar store trying to locate some black flexible binders to use as flag/gobos when I spotted this giant eraser. I immediately knew what I wanted to do with this over-sized eraser. The concept of this image is to reflect my struggles and mistakes in photography. There are many times when I feel completely incapable of producing or creating an image. I have wanted to give up more times than I would like to admit. Obviously, I have kept going. My reason is that hopefully right around the corner will be a better image/result than my last attempt. Maybe I can give wings to my small triumphs and reach a level where the prefix "in" in "incapable" has forever vanished.

 

Drop the negative prefix.

 

Any criticism is welcome. Thank you for viewing.

 

P.S. I don't think I would make a very good hand model.

SOL Austin: Net-Zero Capable

www.solaustin.com

 

Beck-Reit and Sons Ltd., an Austin General Contractor, has been working on sustainable construction methods since they day we started building houses. Our desire to build a better house led us to the development of the SOL (Solutions Oriented Living) subdivision in East Austin. We partnered with local architect KRDB to design, develop, and build a net-zero capable sub-division centered around a community of 40 modern homes. Thru passive design, efficient building envelope and solar power these homes can produce more energy than they consume. SOL has received national attention and has been featured in the New York Times, Metro-Homes, DIY Network’s: This New House, Builder Magazine, and Green Builder Magazine.

www.beckreit.com

twitter.com/#!/BeckReit

 

Photos by DeLea Becker @ Beck-Reit and Sons, Ltd.

The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought,[1] in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–53).[2][3][4]

The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aéronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II,[5] and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.[6] As well as being an outstanding fighter, the Corsair proved to be an excellent fighter-bomber, serving almost exclusively in the latter role throughout the Korean War and during the French colonial wars in Indochina and Algeria.[7]

 

en.wikipedia.org/wiki/Vought_F4U_Corsair

Huerto en la terraza es un punto de encuentro intergeneracional en el que aprender juntos y compartir conocimientos para la creación colectiva de un nuevo modelo de ciudad, basado en la sostenibilidad en términos ecológicos, la construcción de relaciones estrechas entre vecinos de todas las edades y un espacio en el que idear juntos una transición hacia un mundo capaz de encarar con fortaleza los grandes retos del siglo XXI.

 

Orchard on the terrace is an intergenerational meeting point in which to learn together and share knowledge for the collective creation of a new city model, based on sustainability in ecological terms, building close relationships between neighbors of all ages and one Space in which to devise together a transition towards a world capable of facing with great strength the great challenges of the 21st century.

 

Fotografías/ Photographs: Carlos Granados

 

CA2M - HUERTO EN LA TERRAZA

 

______________________________________________

Enlaces: WEB CA2M | FACEBOOK CA2M | YOUTUBE CA2M | TWITTER CA2M

  

Fluorescent Lights

The recycling of fluorescent lights and high-intensity discharge (HID) lamps is a proven technology capable of reliably recovering greater than 99% of the mercury in the spent lights. Recovery begins by separating the components by a method such as the crush-and-sieve method. In this process, the spent tubes are first crushed and then sieved to separate the large particles from the mercury-containing phosphor powder. The phosphor powder is collected and processed under intense heat and pressure. The mercury is volatilized and then distilled to the required purity. The glass particles are segregated and recycled into fiberglass. Aluminum components are also segregated and recycled separately. 

  

8 ft Commerical florecent Tube Lights $1.50 ea

  

6 ft Commerical florecent Tube Lights $1.25 ea

  

4 ft Commerical florecent Tube Lights $1.00 ea

  

Home screw in florecent Lights $1.00 ea

  

ballast = $1.00 to $5.00ea

  

Large Quantity pricing? Please call us

  

www.trivalleyrecyclers.com/fluorescent_lights.html

  

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