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ANTALYA, TURKEY - MAY 28: Under-Secretary-General and High Representative for the LDCs Gyan Chandra Acharya (C) and International Coordinator, LDCs Watch Gauri Pradhan (L) hold a press conference during the Midterm Review of the Istanbul Programme of Action at Titanic Hotel in Antalya, Turkey on May 28, 2016. The Midterm Review conference for the Istanbul Programme of Action for the Least Developed Countries takes place in Antalya, Turkey from 27-29 May 2016. Mustafa Ciftci / Anadolu Agency
ANTALYA, TURKEY - MAY 27: Administrator of the United Nations Development Programme (UNDP) Helen Clark (R) and Minister of Foreign Affairs of Turkey, Mevlut Cavusoglu (L) shake hands after press conference during the Midterm Review of the Istanbul Programme of Action in Antalya, Turkey on May 27, 2016. The Midterm Review conference for the Istanbul Programme of Action for the Least Developed Countries takes place in Antalya, Turkey from 27-29 May 2016. The conference will undertake a comprehensive review of the implementation of the Istanbul Programme of Action by the least developed countries (LDCs) and their development partners and likewise reaffirm the global commitment to address the special needs of the LDCs. Mustafa Kamaci / Anadolu Agency
progress on the darkroom, thank you Ruthie for the all the guidance and thank you Bryan for all the hard work. I do not know anything about home remodeling and have learned a lot so far, fish for a person and they eat for a day, teach a person to fish and they will eat fish for three days and then hire someone to fish.
So, I actually developed some old film! And I didn't screw it up too much! The film was old Kodak Plus X Pan, and was in the lot of old negativs I had got off of eBay. I'm guessing the film is roughly 45-50 years old - I'd date it to the early 60s, at the latest. So I was amazed that not only did I get an image, but I got such a good image, too! Woot!
Most of the pictures on this roll were of a natural gas well. I'm guessing these were taken in Louisiana, too.
Lauren Landis, Director for Nutrition, United Nations World Food Program during the AfDB's Annual Meetings 2017 - Developing Africa’s Grey Matter Infrastructure Addressing Africa’s Nutrition Challenges on May 22, 2017, at Mahatma Mandir Exhibition-cum-Convention Centre in Ahmedabad, India.
Developed in Homebrand coca cola, grounded Aspro Clear aspirin tablets, vitamin C and washing soda for 1 hour at 22 deg C and fixed for 5 minutes (developer details on set description)
The Mt. Hough Ranger District is developing a proposal to complete the environmental analysis of user created trails and routes to potentially bring them onto the Forest Service trail system. The proposal is in partnership with Sierra Access Coalition and Sierra Buttes Trail Stewardship and is the combination of two Resource Advisory Committee (RAC) grants and other contributed funding. The two trail areas are known as the South Park and Mt. Hough for both non-motorized and motorized proposed trail systems. An incidental amount of new construction may be proposed using RAC funds to connect, create loops or relocate existing trails, with a goal of creating a sustainable system. The Southpark non-motorized system is located from Chandler Road northeast to Spanish Creek. Southpark includes: T24N R9E Section 1; T24N R10E Section 1, 2, 4, 5, 6, 9, 23; T25N R9E Sections 25, 26, 35 & 36; T25N R10E Section 31. The Mt. Hough motorized system is from Spanish Creek east to Grizzly Ridge, north to Indian Falls Ridge and south to Highway 70. Mt. Hough includes: T24N R10E Sections 4,5 & 6; T25N R9E Sections 1, 2, 10, 11, 12, 13, 14, 23, 24, & 25; T25N R10E Sections 5, 6, 7, 8, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 12, 25, 26, 28, 29, 30, 31, 32, 33, 34, & 36; T25N R11E Sections 30, 31, & 32; T24N R11E Sections 4, 9, 10, & 15. Proposed trailhead sites include Cascade Trailhead day use designation, Spanish Creek Trailhead and Chandler Trailhead for non-motorized and Four Corners for motorized. Maps of the proposed trails systems can be obtained at the Mt. Hough Ranger District, the Plumas National Forest Supervisor’s Office and on line at the Plumas National Forest website (insert link). Both these projects have received RAC funds to complete the environmental analysis and trail restoration; additional funds are also provided by Sierra Buttes Trail Stewardship. If you have comments about the proposed trail systems and/or trailhead locations, please send written comments directly to Judy Schaber, Assistant Resource Officer, Mt. Hough Ranger District, 39696 Highway 70 Quincy, CA 95971. If you would like more information concerning this proposal, please contact Judy Schaber at 530-283-7622. Your comments regarding these proposals would be most useful if received before March 31, 2012. Published FRB February 29, 2012
The Developing Leaders Initiative (DLI) is the premier leadership program for Sigma Alpha Mu undergraduates, funded by the Sigma Alpha Mu Foundation. Exceptional undergraduate members from across North America are selected to participate in this special program. Sigma Alpha Mu is excited to share that the program is being changed to an annual program that will consist of a rewarding six-month leadership experience beginning with an in-person weekend meeting in January and concluding with a virtual meeting in May with the Octagon.
The Developing Leaders Initiative (DLI) is the premier leadership program for Sigma Alpha Mu undergraduates, funded by the Sigma Alpha Mu Foundation. Exceptional undergraduate members from across North America are selected to participate in this special program. Sigma Alpha Mu is excited to share that the program is being changed to an annual program that will consist of a rewarding six-month leadership experience beginning with an in-person weekend meeting in January and concluding with a virtual meeting in May with the Octagon.
Week 20 -
52 Weeks Project - Decided to do this photography challenge as a sort of New Year resolution to motivate me [I often need a deadline to make me actually compose and shoot ideas] and to push me out my comfort zone. Portraits are one of my weakest areas so that is my chosen theme to try and improve on.
15 Desember 2015, Binus University - Jakarta Barat, telah sukses dan lancar berlangsungnya acara Workshop tentang "Develop A Game Using Unity" di Binus University dalam acara Hexion 2015 - “Ecofriendly Technology for Earth Regeneration” dari jam 13:00 - 17:00 WIB. Hexion merupakan acara rutin yang diadakan oleh HIMTI Binus University tiap tahunnya.
Himpunan Mahasiswa Teknik Informatika (HIMTI) Binus University adalah sebuah organisasi yang menaungi seluruh mahasiswa - mahasiswi School of Computer Science (SoCS) BINUS University. Dipenghujung tahun 2015, HIMTI Binus University mengundang GG Campus untuk mengisi acara Workshop dalam acara Himti Expo And Competition (Hexion).
Dengan kesempatan dan kepercayaan yang diberikan oleh Himti Binus University, maka semakin memberi jalan kepada GG Campus untuk membuka pikiran masyarakat Indonesia tentang betapa pentingnya pendidikan untuk bikin game. Dalam Workshop kemarin, Mr Argadipa Pratama Wibawa memberikan materi programming dasar dalam pembuatan sebuah game simpel menggunakan Game Engine Unity.
Disesi pertama, Mr Argadipa PW baru memberikan tahapan - tahapan membuat game 3D menggunakan Unity. Sehingga peserta Workshop belum nampak terlihat kesulitan dan rumitnya. Akan tetapi, untungnya disesi ke dua Mr Arga memberikan pengajaran singkat programming dasar membuat sebuah game 3D dengan cara yang menyenangkan. Maka peserta Workshop pun walau terlihat sulit dari raut wajah mereka, tapi tetap saja tidak mengurangi semangat.
Yayasan GG Kampus atau biasa disebut GG Campus (Good Game Campus), memiliki impian agar masyarakat Indonesia dapat menjadikan kebiasaan yang tadinya main game, menjadi membuat game. Sehingga orang tua yang masa kini di Indonesia sangat khawatir bahwa anak - anak kecanduan bermain game baik itu jenis mobile game, PC game, console game, dll, maka pertumbuhan anak - anak nantinya akan lebih kreatif dan dapat mewujudkan membuat game menjadi kebiasaan.
Apabila kamu memiliki pertanyaan, atau mungkin kamu ingin mengetahui program - program apa saja yang dimiliki oleh GG Campus, maka silahkan jangan ragu untuk menanyakannya dengan menghubungi:
Telephone: (021) 758 - 18973 / (021) 3683 1945.
Pin BBM: 533C18A2.
Alamat GG Campus: Jalan Gaharu 1 No 94 A, Cipete Selatan, Jakarta Selatan.
Email: contact@ggcampus.com / abiyusuf@ggcampus.com.
Official Website Of GG Campus: www.ggcampus.com.
Official Fanpage Of GG Campus: www.facebook.com/GoodGameCampus.
Official Twitter Of GG Campus: twitter.com/GoodGameCampus
Official Instagram Of GG Campus: instagram.com/GoodGameCampus.
+++ 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 story of the Dornier Do 36 started with a small vehicle, the “Wiesel”. This was a German Armored Weapons Carrier (AWC), a light air-transportable, lightly armored tracked weapons carrier, developed by Porsche and later produced by Rheinmetall. It was quite similar to historical scouting tankettes in size, form and function, and was the only true modern tankette in use in Western Europe. The Wiesel was developed for the German Army’s airborne troops, as the infantry of the German Bundeswehr, especially airborne infantry, were considered unprepared to successfully fight enemy main battle tanks (MBT) in the 1970s. The requirements were that the vehicle should fit in common NATO transport planes and could eventually be even air-dropped. At only 2.75 metric tons (3.03 short tons), it weighed less than the armored variant of the U.S. Humvee military light truck. It should be able to fight infantry as well as enemy tanks or aircraft. Porsche produced some prototypes of the future fighting vehicle for the Bundeswehr in 1975, but the Bundeswehr stopped the project in 1978 due to lack of funds. Nevertheless, Porsche continued development, because of interest from other countries.
This effort was not in vain because the demand for this type of light vehicle – beyond the armed infantry support role – was still unanswered, and with some modifications the chassis could be used for many other light vehicles like a troop transport, command post, field ambulance or a mortar carrier, too. The Bundeswehr eventually ordered 343 of the vehicles in 1985, and deliveries of the new weapon system for the Bundeswehr began in the late 1980s. The vehicle was named Wiesel ("weasel") because of its small size and agility, which make it very difficult to detect on the battlefield.
In parallel to the Wiesel’s development in the early Eighties the Bundeswehr was considering a new light tactical transport aircraft that would fill the gap between the indigenous light Dornier Do 28 Skyservant STOL transport aircraft, which was powered by two piston engines, and the much bigger C-160 Transall, which had been developed together with France. These thoughts were fueled even more by the unsuccessful attempts to drop the Wiesel from a C-160 with parachutes – despite many attempts and technological solutions to dampen the landing, the Wiesel could not be landed safely, not to speak about potential crews inside. A potential carrier, the ambitious VTOL Do 31, which had only made it to the prototype stage in the Seventies and had then been cancelled, was not available. Therefore, Dornier was requested to design a compact transport aircraft that would a) have a cargo space diameter and a tail ramp large enough to carry up to two Wiesel or other light Bundeswehr vehicle and their crews and still have STOL capability on unprepared airfields. Primary design target was an aircraft that could deploy small airborne commando troops and ensure their support close to moving frontline units.
Dornier initially considered the adaptation of its new Do 228, the turboprop-driven successor of the robust Do 28D, but eventually rejected the idea because the light aircraft would not have the required capacities. Augmenting its structure to integrate a tail ramp as well as a floor strong enough to carry two Wiesel AFVs (the Wiesel 1's length was 3.55 m (11.6 ft), height and width 1.82 m (6.0 ft) each) was eventually just as complicated as developing a new, tailor-made aircraft from scratch, and this route was eventually followed.
The resulting Dornier Do 36 was only slightly bigger than the compact and highly popular Do 28D. unlike the Skyservant, though, It was jet-powered, with a pair of General Electric TF34-GE-100A high-bypass turbofans. An unusual design feature of the Do 36 was the use of the Coandă effect to improve STOL performance, using engine exhaust gases blown over the wing's upper surface to boost lift. To achieve this airflow the engines were mounted in nacelles close to the fuselage over the wings’ leading edge, what also reduced the engines’ sound level. Dornier’s engineers had carried out a series of "powered lift" studies some time earlier, including both externally blown flaps, as well an upper-surface blowing (USB) system, an unusual variation. As a result, the aircraft received a T-tail to keep it outside the jet efflux. In the USB system, the engine is arranged over the top surface of the wing, blowing over the flaps. When the flaps are lowered, the Coandă effect makes the jet exhaust "stick" to the flaps and bend down toward the ground, creating additional lift. Another project the engineers were interested in was the supercritical airfoil, designed by Richard Whitcomb. The supercritical design promised to lower transonic drag greatly, as much as a swept wing in some situations. This allowed an aircraft with such a wing to have low drag in cruise while also having a wing planform more suitable for lower-speed flight—swept wings have several undesirable characteristics at low speed. Both these innovative concepts were combined and incorporated into the Do 36’s design.
The cockpit was pressurized but the cargo bay, separated with a sealable bulkhead, not. The landing gear was fully retractable and featured low-pressure tires and struts with long suspension travel at allow operations on semi-prepared airfields. The front landing gear had twin wheels to lower ground pressure, and the wheels were outfitted with mudguards to protect the fuselage underside, which had relatively little ground clearance to accommodate the short tail ramp. The main landing gear struts retracted inwards and folded into sponsons on the lower side of the rear fuselage which also housed a APU for independent operations, avionics and chaff/flare dispensers.
The Do 36’s first flight was made on 31 August 1984, but production was delayed well into the late 1980s. Two major problems were found and corrected during testing: The first was a problem with air circulating around the wing when operating at low speeds, esp. when taxiing or flying close to the ground, which had a serious effect on the spreading of the jet flow through the nozzle. This led to flow separation near the flap, and a decrease in the effectiveness of the USB system. In response, Dornier’s engineers added a series of vortex generators on the upper surface of the wing, which retracted when the flap was raised above 30°. Additionally, the tail surfaces were initially placed well aft to maximize control effectiveness. But this positioning turned out to interfere with the airflow over the wings during USB operations, and a new T-tail was introduced that moved the elevator forward.
Mending the airflow troubles lasted until 1987, when the Do 36 was eventually cleared for production and officially called “Skymaster”. The first customer became the German Bundesluftwaffe with an order for six pre-production aircraft for field tests and international promotion, followed by thirty more machines that were all allocated to the newly established LTLG (Lufttransport- und Lande-Geschwader) 64, which was closely attached to the German Army’s parachutist troops (Fallschirmjäger) and its headquarters.
The trials with the six pre-production machines lasted until 1989, and during this phase of almost two years the Luftwaffe Do 36s visited several potential customer countries, including many European states, plus Israel, the USA and Canada. However, only the USA ordered twelve Do 36’s for Special Forces units under the designation C-39, which was then internationally adapted for the type.
After its introduction the Luftwaffe Do 36 saw frequent use, also outside of Germany. From 1991, German paratroopers were, together with Do 36s, regularly part of the first German contingent on foreign missions, e. g. 1993 during the German support in Somalia. Four machines accompanied the troops.
From 1996 onwards, the Airborne Brigade was disbanded with the parallel formation of the Special Forces Command as a new branch of service at the old location in Calw. At the same time, Fernspähkompanie 100 and 300 as well as the former paratrooper command companies were disbanded, and parts transferred to the KSK (Kommando Spezialkräfte). Paratroopers and KSK were jointly subordinated to the Division “Schnelle Kräfte” (Rapid Forces Division), with LTLG 64 as a central air transport and logistics Luftwaffe unit now re-located to Lechfeld near Augsburg in Southern Germany, close to the KSK headquarter.
General characteristics:
Crew: 1 or 2
Capacity: 24 passengers / 5.500 kg (12,115 lb) max. payload
Length: 14.18 m (46 ft 5½ in)
Wingspan: 18.14 m (59 ft 5 in)
Height: 4.82 m (15 ft 9½ in)
Wing area: 40 m2 (430 sq ft)
Aspect ratio: 8.3:1
Empty weight: 9.100 kg (20,062 lb)
Max takeoff weight: 15,660 kg (34,524 lb)
Fuel capacity: 1,885 kg (4,156 lb)
Powerplant:
2× General Electric TF34-GE-100A high-bypass turbofans with 9,065 lbf (40.32 kN) thrust each
Performance
Maximum speed: 795 km/h (494 mph, 429 kn)
Cruise speed: 650 km/h (400 mph, 350 kn)
Stall speed (power off, flaps down): 104 km/h (65 mph, 56 kn)
Minimum control speed (power on, flaps down): 65 km/h (40 mph, 35 kn)
Range: 2,950 km (1,830 mi, 1,590 nmi) with max fuel
1,852 km (1,151 mi, 1,000 nmi) in standard configuration
Service ceiling: 11,000 m (35,000 ft)
Rate of climb: 26 m/s (5,120 ft/min)
Armament:
No internal weapons;
2x underwing hardpoints for loads of up to 500 kg (1.100 lb) each,
incl. drop tanks or defensive ECM/chaff/flare pods
The kit and its assembly:
This whiffy Frankenstein creation had been lingering in the back of my mind for a couple of years, and I also had, over time, two Matchbox Do 28D Skyservant kits stashed away to build this rather special transport aircraft someday. The “Re-Engine” group build at whatifmodellers.com in summer 2023 was a good motivation to finally tackle this project, because I had always pushed it back because I knew that it would be challenging and thorough.
The original idea was to outfit a Do 28D with jet engines and a tricycle landing gear – after I came across some leftover Matchbox A-10 turbofan pods from my youth. These, like the Do 28D kit, were/are rather primitive (if not false) affairs but combining them could probably yield an interesting result. The large pods immediately reminded me of the American YC-14 prototype and the very similar Russian An-72 transport aircraft, both with large turbofans on the wings’ leading edges and exploiting the Coandă effect for STOL performance. However, from that simple starting point on things took a VERY demanding route through PSR surgery.
Two Do 28Ds were necessary because converting just a single kit was not enough. For a tricycle landing gear, the fuselage had to be extended with a plug in front of the wings, which was taken from the 2nd Do 28D kit behind the wings, including the side doors, because these had to be removed due to the new landing gear arrangement (see below). However, this turned out to be too low, so that the roof had to be raised with a styrene sheet plug. With the longer fuselage the wings had to be elongated to keep the proportions, too, and this was again solved with plugs (inner wing sections) from the 2nd kit – thankfully this was quite easy due to the straight leading and trailing edges.
To add value to the aircraft and to better exploit a higher payload, I also decided to modify the tail and add a ramp – bold stunt, but it worked better than expected. I used mostly the original Do 28D tail and the fin but widened the tapered tail through long cuts along the upper roof edges, with inserted styrene sheet wedges to fill the gaps, and the lower parts were cut away to make room for a flush ramp, which was scratched from styrene sheet and other bits. Since the interior would be visible now, I added basic interior to the cargo bay: a structured styrene sheet floor, and the side walls and the roof were covered with paper tissue drenched in white glue, what mimics open insulation mats inside of C-160 Transall aircraft. Additionally, side bumpers made from thin styrene profile were added to the walls, too. To display the model later in flight (for the respective pictures) I also added a vertical styrene tube inside of the fuselage as an adapter for a metal rod holder.
From the clear parts only the (poorly fitting) windscreen was used; except for six side windows any other fuselage opening was concealed – after all it’s supposed to be a military transporter for goods and vehicles and not a passenger aircraft like the Do 28D – and the windows after painting created with ClearFix (see below).
To accommodate the new retractable landing gear I implanted a well under the cockpit floor, which required some mods to the cockpit, which was mostly taken OOB but placed on a higher floor, and the cockpit section was separated from the cargo bay with a bulkhead.
The main landing gear was mounted into boxy sponsons on the lower fuselage flanks, the Do 28D’s OOB engine pods could be used/converted and match the aircraft’s overall boxy design well.
The landing gear as such caused some headaches, though, because the aircraft would require a relatively low stance for the tail ramp. I eventually settled upon parts from an Academy MiG-23 kit for both the twin front wheel (including suitable mudguards!) and the main struts, which received a wide stance for extra ground stability. Looks odd, but at the same time very purposeful and plausible, too.
As mentioned earlier, the engines came from a (“used”) Matchbox A-10, and I left them OOB except for cutouts so that they would fit onto the wings, placed upside down so that the exhausts were directed downwards. Since they would now be placed directly in the jets’ efflux the stabilizers had to be move higher, too, and I settled for a T-tail, just like the benchmark YC-14 an An-72, with a clipped original fin. The central body was taken/adapted from a Matchbox Blackburn Buccaneer, the stabilizers themselves are highly modified wings from an AZ Model Kawasaki Ki-78 that better match the increased wingspan than the thin OOB parts with a fabric structure.
Lots of PSR! The resulting airframe looks quite simple and clean, but getting there was a real long and heavy ride!
Painting and markings:
As in many cases, I wanted a rather subtle Luftwaffe paint scheme for this PSR monster, yet something unusual. Even though the time frame would promote a Norm ’83 wraparound scheme in black and two shades of green (seen on Luftwaffe Transalls, Tornados and late RF-104Gs) I rather settled for the earlier, less known Norm ’76 pattern that was applied to the first Luftwaffe Tornados. It was a more disruptive evolution of the Norm ’72 splinter scheme with a more organic pattern and an additional dark contrast color for improved low-level concealment from above. To make things really confusing, there were two Norm ’76 schemes: one for the Marineflieger and a totally different one for the Luftwaffe, yet both carried by the Tornado IDS’. While the Navy’s variant (simple Basaltgrau upper surfaces and Lichtgrau underneath) was worn by several types, the Luftwaffe scheme was exclusively carried by the first production Tornados, and probably only by those trainer aircraft operated by the Tri-National Tornado Training Establishment (TTTE) at Cottesmore. It consisted of Black (RAL 9005, even though I rather used RAL 7021 Schwarzgrau, Gelboliv (RAL 6014, a dark olive drab tone, (FS.24064) and Basaltgrau (RAL 7012, very close to RAF Dark Sea Grey), plus Silbergrau (RAL 7001 (FS.26373) underneath with a low and straight waterline.
The pattern is an adaptation from a Chilean F-80C with a tricolor camouflage – it matched the Do 36’s outlines much better than the Tornado shape. I was a bit uncertain about the engine pods, but due to their round shape (anything else is boxy with a flat underside) I gave them a wrap-around camouflage. The radome and the anti-glare panel became deep black, the landing gear and the inside of the air intakes were painted white. The cockpit interior (hard to see) and the cargo bay floor as well as the ramp were painted in a medium grey while the padded cargo bay walls were painted with a very light grey-beige mix – both inspired by Luftwaffe Transall interiors.
The decals were a mix from various resources, iron crosses, fin flashes and tactical codes were created with TL Modellbau material, plus unit badges and stencils from Luftwaffe F-84Gs. The code 59+47 was never allocated to a Luftwaffe aircraft (yet), but it is a continuation of the real Do 28D code block.
Finally, everything was sealed with matt acrylic varnish and the side windows were created with Clearfix (instead of using the OOB parts, which lack locator support and would have ended in a mess, anyway).
ANTALYA, TURKEY - MAY 29: An attendee is seen during the High-Level Round-table 4 meeting on "Multiple crises and other emerging challenges, mobilizing financial resources for development and capacity-building" as part of the Midterm Review of the Istanbul Programme of Action at Titanic Hotel in Antalya, Turkey on May 29, 2016. The Midterm Review conference for the Istanbul Programme of Action for the Least Developed Countries takes place in Antalya, Turkey from 27-29 May 2016. Gökhan Balcı / Anadolu Agency
Diagram 1/3 I made of the taco method of developing 4x5 sheets in a rotary tank. It solves the problem of making sure the emulsion side does not come into contact with anything else in a rotary agitation scheme when the sheets may be rolling about.
I would not use a rubber band in place of a hair band. I tried this and the rubber band leaves a mark in development. The cloth-wrapped hair band does not really. If you really look I think you might tell where it was.
Of course bend the film and wrap it in complete darkness.
See next diagram.
Developed and scanned by Dwayne's.
University of South Carolina Upstate - Horace Smith Science Building
Taken about 1 pm on a cloudless day - I crossed my fingers and hoped that there might be enough light and contrast for an Ektar frame.
Arigna Mining Experience was developed to preserve the energy heritage of the Arigna Valley and to ensure that Arigna maintains its link with Energy themes: Past, Present & Future.
This Energy Centre provides visitors with a unique insight into what coal mining life was like in the Arigna Valley, since its beginning in the 1700's until closure in 1990
Developed in Homebrand coca cola, grounded Aspro Clear aspirin tablets, vitamin C and washing soda for 1 hour at 22 deg C and fixed for 5 minutes (developer details on set description)