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Technicians encapsulate NASA's Landsat Data Continuity Mission (LDCM) satellite in its payload fairing in the Astrotech processing facility at Vandenberg Air Force Base in California.
The Landsat Data Continuity Mission (LDCM) is NASA's eighth satellite in the Landsat series and continues the Landsat program's critical role in monitoring, understanding and managing the resources needed for human sustainment such as food, water and forests. As our population surpasses seven billion people, the impact of human society on the planet will increase, and Landsat monitors those impacts as well as environmental changes.
Image credit: NASA/VAFB
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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15.03.12
I was finally over Norwalk, but definitely not 100%
Rain on the window encapsulates this day.
The Sentinel-5P satellite during the encapsulation within the launcher fairing.
Read more about Sentinel-5P: www.esa.int/Our_Activities/Observing_the_Earth/Copernicus...
Credit: ESA–Stephane Corvaja, 2017
The Sentinel-5P satellite during the encapsulation within the launcher fairing.
Read more about Sentinel-5P: www.esa.int/Our_Activities/Observing_the_Earth/Copernicus...
Credit: ESA–Stephane Corvaja, 2017
“In the Spacecraft Assembly and Encapsulation Facility-2 (SAEF-2), the petals on the Mars Pathfinder lander are being closed for flight and won’t open again until the lander has touched down on the Martian surface in July 1997. Tucked inside the compact lander are the Surveyor small rover, which will become the first vehicle to traverse the Martian surface, and the lander’s Mars Pathfinder Imager, a stereo-imaging system camera that will capture images of both the surrounding terrain as well as the rover’s excursions, and the other instrumentation and equipment. The outside of the tetrahedral-shaped lander is padded with airbags that will help cushion the lander from the impact of landing. Once assembly of the entry vehicle is complete, it will be mated to the cruise stage that will carry Pathfinder on its direct trajectory to Mars, and then to an upper stage booster. The Mars Pathfinder is slated for launch aboard a Delta II expendable launch vehicle on December 2 at the beginning of a 24-day launch period.”
On 25 June, with just a few days to go before scheduled launch, the Meteosat Third Generation Sounder (MTG-S1) satellite, that is hosting the instrument for the Copernicus Sentinel-4 mission, was ready to be placed inside the rocket fairing.
This is the last time the satellite engineers have hands-on manual control of the MTG-S1 satellite – and is the last time the team will see the satellite and instruments that have taken years of planning, design and testing. Mating and encapsulation are the final phases of activity before launch. During these activities, the satellite keeps its solar arrays in a folded position like a moth inside its cocoon.
During this milestone and just like the primary mission instrument, the Infrared Sounder, the Copernicus Sentinel-4 ultraviolet, visible and near-infrared (UVN) imaging spectrometer was kept switched off.
Credits: SpaceX
The U.S. Air Force’s Space Based Infrared System (SBIRS) Geosynchronous Earth Orbit (GEO) Flight-4 satellite, built by Lockheed Martin, completed encapsulation on January 9, 2018. SBIRS GEO Flight-4 will be the latest satellite to join the Air Force’s SBIRS constellation, which enhances our military's ability to detect missile launches, supports ballistic missile defense, expands technical intelligence gathering, and bolsters situational awareness on the battlefield. SBIRS GEO Flight-4 is expected to launch on January 18 aboard a United Launch Alliance Atlas V rocket.
most of snow melted yesterday, rained all night, then chilled...
front yard, Home
photo By Diane M Kramer
aka She Wolf
December 22, 2013
The ExoMars 2016 spacecraft composite, comprised of the Trace Gas Orbiter and Schiaparelli, seen during the encapsulation within the launcher fairing. The conical shape to the left is the launch vehicle adapter, through which the spacecraft is attached to the Breeze upper stage.
The first half of the fairing has already been rolled into place underneath the spacecraft assembly, and the second fairing half is being manoeuvred into place by means of an overhead crane.
Credit: ESA - B. Bethge
Read more here.
A couple of lingering leaves on one of the viburnum in my back
yard completely encased in ice following last Friday's ice storm.
Amherst, Ohio.
Oh ho! Now this is a car! Something space age from the early 70's that truly took the idea of futuristic car design from 60's TV shows and made them real. This was all encapsulated in the beauty and raw innovation that is the Citroen SM!
The Citroen SM's story begins back in 1961, where the company began work on a project called 'Project S', a sports variant of the revolutionary Citroen DS. Throughout the decade the car went through a myriad of running prototypes, ironing out faults and pushing the innovative nature of the car to the highest possible level. In 1968 the company purchased Maserati, and took on their knowledge of high-performance cars and engine technology to produce a true Gran Turismo car, combining the sophisticated Citroën suspension with a Maserati V6.
This marriage of raw power and sublime innovation and style was unleashed upon the public in March 1970 at the Geneva Motor Show, going on sale in September of the same year. Dubbed the 'SM', a portmanteaux of Project 'S' and the 'M' in Maserati, the car quickly became the company's flagship, looking like nothing on earth and being able to take on the Jaguar's, Lotus', Ferrari's, Aston Martin's, Alfa Romeo's and Porsche's of the day, the first time France had developed a sports production vehicle of this calibre since the end of World War II.
Power was derived from a 170hp 2.7L V6 engine, with a 0-60 of 8.9 seconds, which made it somewhat mediocre when compared to the likes of the Jensen Interceptor and its 288hp powerplant, and a 0-60 of 6.4 seconds.
Nevertheless, the car's biggest party piece was its mixture of raunchy power and incredible style and comfort, the likes of which had never been experienced before. The car is dripping with French panache and style, with the design being the brainchild of Citroen Chief Designer Robert Opron, who intended to keep the stlye similar to that of the DS but gave it some 70's flair for the new, more angular age. It was also fitted with the same hydro-pneumatic suspension found on the earlier DS, as well as the self-leveling lights that swiveled with the steering.
Sadly though, unlike its sporty competitors the SM, like many promising, outside-the-box, French products such as the Renault Avantime, didn't sell in the way the company wanted it to, largely being due to its image and design, looking less like a sports coupé and more a luxury saloon car, sort of along the lines of the Aston Martin Lagonda. At the same time and with much better performance, Maserati was selling the Merak, which looked much more like a sports car and felt just the same. In a similar way to the later Avantime, the SM fell into a gap between two markets, one market being sports coupé's, and the other being large luxury cars, of which it appealed more to one but not the other.
The SM did though make it big in the world of sports, winning its first competitive outing, the gruelling 1971 Rallye du Maroc, and a Twin Turbo V6 SM snatched the world record as the fastest production car on the Bonneville Salt Flats, achieving a top speed of 202mph.
Sadly though, the Citroen company fell into financial decline during the early 1970's, and officially declared bankruptcy in 1974, being rescued by Peugeot. Attempting to cut the costs wherever possible, the company axed the Citroen SM in May 1975 and sold off the Maserati division of the company to DeTomaso, with only 115 SM's produced in 1975 before production ended.
This setback and sad demise however doesn't mean the SM was an unpopular egg. During its 5 years of production, 12,200 SM's were built, and also managed to garner a selection of awards, including the 1972 Motor Trend Car of the Year award, as well as coming 3rd in the 1971 European Car of the Year, a competition won by another Citroen product, the GS.
Today these cars are very hard to find and incredibly exotic. In France you'll probably find a fair few and the United States and Canada also imported a good number. In the UK however they're something of a rarity, but so rewarding when you actually capture one!
The double-satellite Proba-3 stack and their upper stage were encapsulated within their launcher fairing on 29 November. The last red tag and green tag items were removed/installed and the team took a final look at their mission with their own eyes. Proba-3 is due to launch on a PSLV-XL launcher at the SHAR base of the Indian Space Research Organisation, ISRO, on 4 December.
ESA’s twin Proba-3 platforms will perform precise formation flying down to a single millimetre, as if they were one single giant spacecraft. To demonstrate their degree of control, the pair will produce artificial solar eclipses in orbit, giving prolonged views of the Sun’s ghostly surrounding atmosphere, the corona.
Follow the launch campaign on our Proba-3 blog.
Credits: ESA
The Sentinel-5P satellite during the encapsulation within the launcher fairing.
Read more about Sentinel-5P: www.esa.int/Our_Activities/Observing_the_Earth/Copernicus...
Credit: ESA–Stephane Corvaja, 2017
"The car’s name encapsulates the true significance of all that has been achieved in terms of performance. The reference to the 90th anniversary of the foundation of Scuderia Ferrari underscores the strong link that has always existed between Ferrari’s track and road cars. A brilliant encapsulation of the most advanced technologies developed in Maranello, the SF90 Stradale is also the perfect demonstration of how Ferrari immediately transitions the knowledge and skills it acquires in competition to its production cars..."
Source: Ferrari
Photographed at Malahide Castle, Dublin Ireland during Cannonball Ireland - a unique three-day road trip around Ireland, taking a different route each year.
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The Soyuz MS-02 spacecraft is seen after being rotated into a horizontal position in preparation for encapsulation in its fairing on Thursday, Tuesday, Oct. 11, 2016 at the Baikonur Cosmodrome in Kazakhstan. Expedition 49 flight engineer Shane Kimbrough of NASA, flight engineer Andrey Borisenko of Roscosmos, and Soyuz commander Sergey Ryzhikov of Roscosmos are scheduled to launch from the Baikonur Cosmodrome in Kazakhstan on Oct. 19. Photo Credit: (NASA/Victor Zelentsov)
This picture encapsulates 3 well known local structures in Reading covering almost 900 years and was taken on the day of the 2014 Waterfest celebrations. The building in the background is the contoversial Blade office block completed in 2009 which can be seen from virtually every part of the town centre. The statue is the Maiwand lion erected in 1886 to commemorate the deaths of 329 men of the 66th Berkshire Regiment of Foot killed during the Afghanistan campaign of 1878 and 1880. Their names are shown on the black plaques attached to the plinth. The Maiwand Lion appears on the logo of Reading Football Club and the masthead of the local paper, the Reading Post. To the left of the lions rear leg is the Abbey Gateway - one of only two remaining parts of Reading Abbey that is intact although the arch is in a poor state of repair. The Abbey was founded in 1121 by Henry 1 who is reputed to be buried somewhere within the grounds. The Abbey was destroyed in 1538 on the orders of Henry VIII. The ruins are now closed to public for safety reasons.
At the Integration Facility at the Baikonur Cosmodrome in Kazakhstan, the Soyuz TMA-19M spacecraft was rotated into position 8 December for its encapsulation into the upper stage of its Soyuz booster rocket. The Soyuz spacecraft will launch 15 December to send Expedition 46-47 crewmembers Tim Kopra of NASA, Tim Peake of the European Space Agency and Yuri Malenchenko of the Russian Federal Space Agency (Roscosmos) for a six-month mission on the International Space Station.
Credit: NASA/Victor Zelentsov
Encapsulated in its payload fairing, NASA's Parker Solar Probe is mated to a United Launch Alliance Delta IV Heavy rocket at Cape Canaveral Air Force Station's Space Launch Complex 37 on Tuesday, July 31, 2018. The Parker Solar Probe is being prepared for a mission to perform the closest-ever observations of a star when it travels through the Sun's atmosphere, called the corona. The probe will rely on measurements and imaging to revolutionize our understanding of the corona and the Sun-Earth connection.
Photo credit: NASA/Leif Heimbold
At the Integration Facility at the Baikonur Cosmodrome in Kazakhstan, RSC-Energia technicians look on as the Soyuz TMA-19M spacecraft is encapsulated into the upper stage of its Soyuz booster rocket 8 December. The Soyuz spacecraft will launch 15 December to send Expedition 46-47 crewmembers Tim Kopra of NASA, Tim Peake of the European Space Agency and Yuri Malenchenko of the Russian Federal Space Agency (Roscosmos) for a six-month mission on the International Space Station.
Credit: NASA/Victor Zelentsov
Lockheed Martin’s sixth Advanced Extremely High Frequency (AEHF-6) protected communications satellite is encapsulated in its protective fairings ahead of its expected March 26 launch on a United Launch Alliance Atlas V rocket. AEHF-6 is part of the AEHF system -- a resilient satellite constellation with global coverage and a sophisticated ground control system -- that provides global, survivable, protected communications capabilities for national leaders and tactical warfighters operating across ground, sea and air platforms. The anti-jam system also serves international allies to include Canada, the Netherlands, United Kingdom and Australia. For more information, visit: www.lockheedmartin.com/aehf
(Photo credit: United Launch Alliance)
The Parker Solar Probe mission for NASA is encapsulated inside its payload fairing in preparation for launch atop a United Launch Alliance Delta IV Heavy rocket. Photo credit: United Launch Alliance
Lockheed Martin’s sixth Advanced Extremely High Frequency (AEHF-6) protected communications satellite is encapsulated in its protective fairings ahead of its expected March 26 launch on a United Launch Alliance Atlas V rocket. AEHF-6 is part of the AEHF system -- a resilient satellite constellation with global coverage and a sophisticated ground control system -- that provides global, survivable, protected communications capabilities for national leaders and tactical warfighters operating across ground, sea and air platforms. The anti-jam system also serves international allies to include Canada, the Netherlands, United Kingdom and Australia. For more information, visit: www.lockheedmartin.com/aehf
(Photo credit: United Launch Alliance)
The Bently Reserve in San Francisco is an iconic landmark that beautifully encapsulates the grandeur of early 20th-century architecture. Originally constructed in 1924 as the Federal Reserve Bank of San Francisco, this Beaux-Arts masterpiece was designed by George W. Kelham, a prominent architect who left a significant mark on the city’s architectural landscape. The Bently Reserve's imposing facade, with its row of towering Corinthian columns, commands attention and exudes an air of classic elegance that contrasts strikingly with the modern high-rises that now surround it.
Stepping through the grand entrance, visitors are greeted by an interior that is just as impressive as the exterior. The marble-clad lobby, adorned with intricate bronze detailing and opulent chandeliers, harks back to a time when buildings were constructed not just for utility but as a testament to the city’s prosperity and ambition. The Reserve’s main banking hall, now a prestigious event space, features soaring ceilings, massive arched windows, and meticulously restored murals that offer a glimpse into the building’s storied past.
Today, the Bently Reserve is a sought-after venue for high-profile events, weddings, and corporate gatherings. Its historic charm and prime location in the Financial District make it an ideal spot for those seeking a unique and sophisticated setting. The building has been thoughtfully renovated to preserve its historic elements while incorporating modern amenities, ensuring that it continues to serve as a vital part of San Francisco’s urban fabric.
For those interested in San Francisco’s architectural heritage, the Bently Reserve is more than just a building; it’s a living piece of history that continues to play a prominent role in the city’s cultural and social scene.
The Parker Solar Probe mission for NASA is encapsulated inside its payload fairing in preparation for launch atop a United Launch Alliance Delta IV Heavy rocket. Photo credit: United Launch Alliance
Technicians have finished encapsulating the European Service Module for NASA’s Orion spacecraft that will travel around the Moon on the first Artemis mission.
Like most spacecraft Orion will be launched inside protective fairings on top of its Space Launch System rocket. The spacecraft adapter jettison fairings have now been installed that protect the European Service Module during launch and are ejected shortly after liftoff.
The next time the European Service Module will be visible it will be in space, when the four 7-m-long solar wings unfold to start generating power for the spacecraft. The three fairings are each around 4 m square, the size of a small room, after launch they will be blown away by small pyrotechnic explosions revealing the four solar panels and the European Service Module underneath.
Above the European Service Module is the Crew Module where up to four astronauts will live and work on a typical two-week flight to the Moon and back. The first mission, Artemis I, will be uncrewed and is set to launch next year.
With the spacecraft jettisonable adapters installed at NASA’s Kennedy Space Center in Florida, USA, the European Service Module will not be easily visible on Earth again, although technicians can access the module to service it and fill the tanks with fuel, helium, nitrogen and ammonia for the cooling system and other consumables.
The final assembly activities for the spacecraft include installation of the forward bay cover, which protects the upper part of Orion including its parachutes throughout its mission, final adjustments of the main parachutes, securing and testing of electrical connections, along with closure and latching of the side hatch.
As each area of the spacecraft is closed out, it will undergo final inspections to complete production. The spacecraft will then begin its path to the pad, including stops along the way to be fuelled and integrated with its launch abort system and, ultimately, the SLS rocket for launch.
In December the European Service Module will be officially handed over to NASA’s launch preparation teams with ESA in a supporting role for Exploration Ground Support, during the mission and for post-flight analysis, as the spacecraft heads into final preparations for launch – a milestone for the hundreds of people involved who worked securely and tirelessly to make humankind's next-generation exploration vessel.
Meanwhile in Bremen, Germany, work is progressing smoothly on the second and third European Service Modules that will send astronauts around and to the Moon. Technicians are currently installing the four propellant tanks for the European Service Module for Artemis II.
Credits: NASA
nhq201610110009 (Oct. 11, 2016) --- Workers prepare the Soyuz MS-02 spacecraft for encapsulation in its fairing on Thursday, Tuesday, Oct. 11, 2016 at the Baikonur Cosmodrome in Kazakhstan. Expedition 49 flight engineer Shane Kimbrough of NASA, flight engineer Andrey Borisenko of Roscosmos, and Soyuz commander Sergey Ryzhikov of Roscosmos are scheduled to launch from the Baikonur Cosmodrome in Kazakhstan on Oct. 19. Photo Credit: (NASA/Victor Zelentsov)
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Oh the possibilities, sadly missed through poor design and negligence! You cannot deny then that it's a British Leyland product, taking a car with a fantastic premise, but through sloppy workmanship make it something of nightmares! No car seems to encapsulate the problems with the nationalised company more than the humble Triumph Stag.
To compete with the likes of the Mercedes-Benz SL, British Leyland started work on a luxury Grand Tourer, styled by the world renowned Giovanni Michelotti, who had previously designed the Triumph 2000, the Triumph Herald and the Triumph TR6, and would later go on to design the ambiguous Austin Apache and the Leyland National bus. But either way his styling was sensational, but at the same time the car had substance too. In the late 1960's America was on the verge of banning convertible cars to increase safety. So the engineers at Triumph designed what was a very clever T-Bar rollcage over the passenger cabin, meaning the car was not only safe, but also allowed the owners to enjoy what was craved most in a Grand Tourer, drop-top open-air fun! This was complimented by a selection of cars with removable Hard-Tops, although not as popular due to being slightly more complicated. The name was great too, sounding very manly with a hint of beast-like qualities, which for the most part helps to form the image, a strong and noble creature of the wild stood proud amongst its peers...
...only without the antlers!
In 1970 the car was launched to the motoring press with some very favourable initial reviews, admiring the styling, the firm suspension that resulted in a smooth ride and the well-balanced handling. The car was immediately an image setter for the new-money, like the Mercedes it was competing with it had the image of being something for those who had made their money through more underhanded methods, a cads car if you will. But we've all got to make our money somehow I guess!
However, lest we forget that this was a British Leyland product, so of course trouble was brewing. Very quickly the car gained a reputation for unreliability, which can be traced back to that all important piece of machinery known simply as the engine. In 1969 whilst the Triumph Stag was in development, Rover began using their new license built V8 engine derived from an American Buick 215 3L powerplant. Originally this was installed into the Rover P5, but a 3.5L version was installed as standard to the Rover P6 and the later SD1, as well as becoming the motive power behind the almighty Range Rover. The Rover V8 was an incredibly reliable and endlessly tunable engine, making it one of the most popular and successful powerplants in automotive history. It made its way into the TVR Chimera, the Morgan Plus 8, the TVR 350i, the Land Rover Defender, the Land Rover Discovery, the Sisu Nasu All-Terrain Military Transport, the MG RV8, the MGB GT, the TVR Griffith, the TVR S-Series, the Leyland P76, the Triumph TR8 and so on! It was eventually removed from production in 2006, being replaced in the Range Rover it had served so well by a BMW powerplant.
But back to the Stag, and seeing as Triumph and Rover belonged to the same parent company, you'd think that their first instinct would be to place this heavenly engine into the Stag. Apparently that was too much to ask for, and so Triumph, still thinking they were Triumph, decided to develop their own engine because apparently the Rover V8 wouldn't fit in the engine bay of the Stag. Rather than doing the simple task of redesigning the engine bay to accommodate the new engine, Triumph developed their own ragtag V8 by welding together two of the Straight-4 engines you'd find in a Triumph Dolomite. Chucked together at the last minute, the new Twin Dolomite V8 was not a stellar piece of engineering like the Rover variant, its main downfall being the failure to install a proper cooling system. This illogical oversight of something so obvious meant that the engine would heat up easily, and result in the cylinder heads warping, rendering the engine totally useless. The engine was also prone to corrosion and roller link chains that would fail before 25,000 miles causing expensive damage.
As a result of the bad press of the engine, mixed with the terrible build quality that we'd all come to expect from British Leyland, the Stag was removed from the American market in 1973, and finished off here in 1977 by its spiritual replacement, the Triumph TR7, an equally as flawed concept that chose not to learn its lesson and use exactly the same flawed engine, dashing that car's hopes of success too whilst adding a less than stellar body design to its troubles. Eventually the Stag slipped quietly away after 25,000 examples were built, although one did feature in the James Bond film 'Diamonds are Forever', being driven to Amsterdam by Bond after half-inching it from Diamond Smuggler Peter Franks.
This particular story maddens me because I consider the Triumph Stag my favourite of the British Leyland range as it really is a beautiful car and performs very well. Like I said, it's very smooth to ride in and very easy to drive, but the sheer lack of communication and cooperation between two parts of the same company resulted in it being one of the biggest flops in motoring history, and has often been cited as one of the worst cars ever.
Today however there is still quite a sizeable fanbase for this car, with 9,000 Stags still registered as roadworthy, making it one of the most numerous British Leyland products to remain in ongoing use, especially when you compare it to the Austin Allegro's 291 survivors, Morris Marina's 674, and the Rover SD1's 310. The surviving Stags are mostly made up of cars that have had their original Triumph engines replaced by the Rover V8 to improve the performance and reliability. With a Rover V8 under the hood, this car is simply one of the best classic cars ever in my mind, a mixture of style, speed, performance and that wonderful rumble from under the bonnet. For the remainder still with the Twin Dolomite V8, most have been fixed by installing a proper cooling system and solving the corrosion issues. Today the Stags enjoy the popular life that British Leyland had envisaged for their luxury machines way back in 1970, 45 years late mind you but I suppose you can't have everything first time round!
Female Bolitotherus cornutus (Panzer, 1794). Found at Mayville Ledge Beech-Maple Woods SNA in east-central Wisconsin. Dodge County, Wisconsin, USA.
Found in mixed hardwood forest. It was on a bracket fungus (Ganoderma?) growing out of the trunk of a standing dead hardwood tree. When I was photographing it, it seemed to be defecating on the fungus. When I processed the photos, I was surprised to see that it was actually encapsulating an egg it had laid on the surface of the fungus.
Single exposure, moderately cropped, handheld, in situ. Canon MT-26EX flash unit, Ian McConnachie and plastic cup diffuser.
On August 10, 2015, MUOS-4, the next satellite scheduled to join the U.S. Navy’s Mobile User Objective System (MUOS) secure communications network, was encapsulated in its protective launch vehicle fairing at Astrotech Space Operations for its August 31 launch from Cape Canaveral Air Force Station (photos courtesy of United Launch Alliance). Read more about encapsulation: ow.ly/R12w1
A classic grouping of 1930s Art Deco themed swimming, diving and fashion badges.
Mayfair Jersey Hotel (top left)
This badge encapsulates the very essence of Art Deco styling. The three dimensional raised profile of the 'Mayfair Belle' against a sea of blue is visually stunning - the blue enamelling gives a strong representation of water . The compositional elements work in harmony as the geometric arrangement of the various planes give a strong visual dynamic.The badge dates to the 1930s and promotes the Mayfair Hotel in St Helier, Jersey. An early holiday guide described the hotel as 'The House of Sports'. Additional information included 'For young society and enjoyment we strongly recommend the 'Mayfair Hotel', to those who require a really carefree holiday full of amusements and beach sports'. The guide also showed photograps of the 'Mayfair Bathing Belles', diving and gymnastics activities.
Windsor Water Woollies swimwear (top right)
This charming early 20th Century fashion badge shows a reclining model with parasol in a one piece bathing costume promoting the swimwear of 'Windsor Water Woollies". Made by the renowned badge maker Miller, its intricate cut out figural style became a typical trait of this manufacturer. The composition of the badge is so strong; the model's leg and parasol cleverly 'break' away from the circle of the badge and the portrayal of a model reclining is brilliantly captured. The intense enamelling and subtle treatment of the typography creates an outstanding design. (This badge was also made with different colour combinations).The badge gives a fascinating insight into 1930s fashion swimwear as more and more fabric was being cut away to reveal more of the body. The backs of women's costumes became lower and lower and alternatives to thin straps were halter necks and straps that crossed at the back. A 1933 newspaper advertisement for Windsor Water Woollies promoted the company's 'large variety of plain colours, contrast effects and fancy designs in one-piece suits', adding, 'the costumes are made of the finest wool, medium weight and classic knit...........Windsor for Style, Quality and Wear'.
'Diving Girl' c1930s (bottom)
This classy and original Art Deco 'Diving Girl' enamel badge, with no identifiable text, was undoubtedly inspired by the famous 'Diving Girl' logo of the Jantzen Swimwear Company, USA. The famous Jantzen logo debuted in 1920 and was first applied to swimwear in 1923. It was designed by Frank and Florenz Clark and the image quickly became a global trademark and its strong influence can be seen within this particular badge as a streamlined adaptation.The vintage Jantzen trademark was characterised by a young female dressed in a red, once-piece swimsuit and matching bathing hat. Her arms were outstretched with an arched back that conveyed an elegant graphic marque. In comparison to this, the above badge retains the elegance of the vintage Jantzen logo with changes to the green matching colours and the more streamlined alignment of the back. The above badge would have been worn in the 1930s as a decorative enamel brooch but its style is very much rooted in the 1920s Jantzen version. Measuring approximately 1.5 inches in length, the badge was made in Britain by Stratton's of Birmingham and is typical of the quality of craftsmanship often seen in this maker's work.
From a fashion perspective this badge showcases the one-piece swimwear and matching bathing hat of the period. The conservative nature of swimwear is now being discarded for a more risqué, figure hugging material that's starting to reveal more of the body. During the 1920s it was the Jantzen Company who promoted the idea of a swimsuit instead of a bathing suit with the famous slogan, 'The Suit That Changed Bathing to Swimming'.
Photography, layout and design: Argy58
(This image also exists as a high resolution jpeg and tiff - ideal for a variety of print sizes
e.g. A4, A3, A2 and A1. The current uploaded format is for screen based viewing only: 72pi
nhq201610110015 (Oct. 11, 2016) --- The Soyuz MS-02 spacecraft is seen while being encapsulated in its fairing on Thursday, Tuesday, Oct. 11, 2016 at the Baikonur Cosmodrome in Kazakhstan. Expedition 49 flight engineer Shane Kimbrough of NASA, flight engineer Andrey Borisenko of Roscosmos, and Soyuz commander Sergey Ryzhikov of Roscosmos are scheduled to launch from the Baikonur Cosmodrome in Kazakhstan on Oct. 19. Photo Credit: (NASA/Victor Zelentsov)
Built by Lockheed Martin, DigitalGlobe’s WorldView-4 satellite is enclosed in the four-meter fairing that will then be placed atop an Atlas V 401 rocket. Photo courtesy of Lockheed Martin and United Launch Alliance.
Built by Lockheed Martin, DigitalGlobe’s WorldView-4 satellite is enclosed in the four-meter fairing that will then be placed atop an Atlas V 401 rocket. Photo courtesy of Lockheed Martin and United Launch Alliance.
The U.S.-European Sentinel-6 Michael Freilich ocean-monitoring satellite, secured inside the SpaceX Falcon 9 rocket’s payload fairing, is shown inside SpaceX’s Payload Processing Facility at Vandenberg Air Force Base (VAFB) in California following encapsulation on Nov. 3, 2020. Sentinel-6 is scheduled to launch on Nov. 21, 2020, at 12:17 p.m. EST (9:17 a.m. PST), from Space Launch Complex 4E at VAFB. The Launch Services Program at NASA’s Kennedy Space Center in Florida is responsible for launch management. Photo credit: NASA/Randy Beaudoin
Burke and Wills Menindee Camp Pamamaroo Creek 26/10/1860 to 26/01/1861.
The story of Burke and Wills has become an integral part of the Australian consciousness. Burke and Wills and their fate seem to encapsulate and justify the fear that many urban Australians have of the vast, lonely, dry wilderness which occupies over two-thirds of the continent. Of course the truth about the ignominious demise of Burke and wills is more pedestrian. What went wrong with their expedition can best be summed up by those well-known human failings - incompetence, arrogance, inflexibility and racial bigotry. The expedition was ill-conceived from the outset. It is now generally agreed that the raison d'etre of the whole undertaking was overwhelming pride. This pride was a result of the newly found wealth of Melbourne (a direct result of the gold rushes) and the newly created colonial independence of Victoria. Public enthusiasm for the expedition was high. Public subscriptions exceeded £3000 and the government contributed £6000. Under ordinary circumstances this would have been adequate funding but over half of the funds were spent on purchasing and importing twenty-four camels from Afghanistan. The committee then advertised for a man to lead the expedition. They had thirteen applicants out of whom they chose Irish-born police inspector Robert O'Hara Burke. Burke had no experience and no apparent knowledge of the Australian bush. Why he was chosen to lead an expedition which was going to travel across thousands of miles of rugged and unknown terrain remains a mystery. It was not so much an expedition as a public display. The camels and packhorses were carrying twenty-one tons of equipment including 120 mirrors as presents for Aborigines, sixty gallons of rum, four gallons of brandy, supplies of rockets, arms and vast qualities of dried food.
On 6 September when the expedition reached Swan Hill Burke sold off a large quantity of stores and hired two new men. In Balranald the foreman, Ferguson, quit; Burke dismissed Creber, Cowen, Fletcher, the cook Drakeford, and Langan; and some stores including the expedition's entire supply of lime juice were sold. At the Darling River camp at Pamamaroo Creek Burke insisted that all items weighing over thirty pounds be abandoned. This decision meant that neither Dr Beckler nor the naturalist Ludwig Becker could carry their instruments. Becker left the expedition at Menindee. Prior to Becker's departure the second-in-command, Landells, realised that he would never be able to work with Burke and resigned. At Menindee news arrived from Melbourne that another continental crossing was about to commence. All pretence about the desire to 'enquire into the report upon the exploration of the Australian interior' was abandoned. Burke could not tolerate the thought that he might be beaten. On 19 October Burke, Wills, Brabe, King, Gray, McDonough, Patton and an Afgan cameleer Dost Mohammed left Menindee. Wright was left behind with instructions to bring stores and provisions and to follow the main party in a week to Cooper’s Creek. The main party reached Cooper Creek on 11 November and on 27 November the famous Camp 65 was established under a coolibah tree on the banks of the river. On 16 December 1860 with six camels, one pony, and Wills, Gray and King, Burke began the final push north to the Gulf of Carpentaria. Disaster now followed disaster on the trip north and back to Cooper Creek. On 17 April on the way back Charley Gray died. Four days later Burke, Wills and King reached the Cooper Creek depot. They were exhausted and in desperate need of fresh supplies. To their horror the depot had been abandoned only hours earlier. On a tree William Brahe, the depot foreman, had carved DIG. Confronted with an empty depot, a small cache of supplies and the prospect of starvation, Burke had to decide whether he was going to go back to Menindee or attempt a 320 kilometre walk across the desert to a cattle station at Mount Hopeless. Once again Burke made the wrong decision. He decided to head for Mount Hopeless. It is perhaps the most telling comment about the character of Burke he ignored his only chance saving himself, Wills and King. It is almost certain that the local Aborigines could have saved the trio. But Burke saw himself as the conqueror, as a member of a superior civilisation. The idea that he could be saved from death by a group of 'savages' was unthinkable. The base camp in Menindee was thus occupied by part of the group from 19 Oct 1860 to 26 Jan 1861 before they headed back to Melbourne. Only John King made it back alive from Cooper Creek because he had accepted the hospitality of the Aboriginal people there. Dost Mahomet returned and lived in Menindee and worked for Ah Chung the Chinese baker. He died in 1880 and was buried just outside the town. The base camp at Pamamaroo Creek near Menindee was occupied from 19 October 1860 to 26 January 1861. Before setting off north Burke stayed in the hotel in Menindee and not with his men at Pamamaroo Creek depot. The main weir on the River Darling diverts water into Lake Pamamaroo which becomes the water supply of Broken Hill and the source of irrigation water for the fruit and vines around Menindee.
The interior of Jupiter's moon Europa is encapsulated under a crust of ice and has been kept warm over billions of years. The warmer temperature is due to gravitational tidal forces that flex the moon's interior, keeping it warm and creating the potential for geysers on Europa's surface.
The Hubble Space Telescope has observed possible geyser plumes in 2014 and 2016 in the same location. These observations bolster evidence that the plumes are a real phenomenon, flaring up intermittently in the same region on the moon. The 2016 plume rises 62 miles (99.7 km) above the surface, while the 2014 plume is estimated to rise about 30 miles (48.3 km) high.
The location of the plumes corresponds to the position of an unusually warm spot on the moon's icy crust, as measured in the late 1990s by NASA's Galileo spacecraft.
For more information, visit: hubblesite.org/news_release/news/2017-17
Science Credit: NASA, ESA, and W. Sparks (STScI);
Illustration Credit: NASA, ESA, W. Sparks (STScI), and the USGS Astrogeology Science Center
Burke and Wills Menindee Camp Pamamaroo Creek 26/10/1860 to 26/01/1861.
The story of Burke and Wills has become an integral part of the Australian consciousness. Burke and Wills and their fate seem to encapsulate and justify the fear that many urban Australians have of the vast, lonely, dry wilderness which occupies over two-thirds of the continent. Of course the truth about the ignominious demise of Burke and wills is more pedestrian. What went wrong with their expedition can best be summed up by those well-known human failings - incompetence, arrogance, inflexibility and racial bigotry. The expedition was ill-conceived from the outset. It is now generally agreed that the raison d'etre of the whole undertaking was overwhelming pride. This pride was a result of the newly found wealth of Melbourne (a direct result of the gold rushes) and the newly created colonial independence of Victoria. Public enthusiasm for the expedition was high. Public subscriptions exceeded £3000 and the government contributed £6000. Under ordinary circumstances this would have been adequate funding but over half of the funds were spent on purchasing and importing twenty-four camels from Afghanistan. The committee then advertised for a man to lead the expedition. They had thirteen applicants out of whom they chose Irish-born police inspector Robert O'Hara Burke. Burke had no experience and no apparent knowledge of the Australian bush. Why he was chosen to lead an expedition which was going to travel across thousands of miles of rugged and unknown terrain remains a mystery. It was not so much an expedition as a public display. The camels and packhorses were carrying twenty-one tons of equipment including 120 mirrors as presents for Aborigines, sixty gallons of rum, four gallons of brandy, supplies of rockets, arms and vast qualities of dried food.
On 6 September when the expedition reached Swan Hill Burke sold off a large quantity of stores and hired two new men. In Balranald the foreman, Ferguson, quit; Burke dismissed Creber, Cowen, Fletcher, the cook Drakeford, and Langan; and some stores including the expedition's entire supply of lime juice were sold. At the Darling River camp at Pamamaroo Creek Burke insisted that all items weighing over thirty pounds be abandoned. This decision meant that neither Dr Beckler nor the naturalist Ludwig Becker could carry their instruments. Becker left the expedition at Menindee. Prior to Becker's departure the second-in-command, Landells, realised that he would never be able to work with Burke and resigned. At Menindee news arrived from Melbourne that another continental crossing was about to commence. All pretence about the desire to 'enquire into the report upon the exploration of the Australian interior' was abandoned. Burke could not tolerate the thought that he might be beaten. On 19 October Burke, Wills, Brabe, King, Gray, McDonough, Patton and an Afgan cameleer Dost Mohammed left Menindee. Wright was left behind with instructions to bring stores and provisions and to follow the main party in a week to Cooper’s Creek. The main party reached Cooper Creek on 11 November and on 27 November the famous Camp 65 was established under a coolibah tree on the banks of the river. On 16 December 1860 with six camels, one pony, and Wills, Gray and King, Burke began the final push north to the Gulf of Carpentaria. Disaster now followed disaster on the trip north and back to Cooper Creek. On 17 April on the way back Charley Gray died. Four days later Burke, Wills and King reached the Cooper Creek depot. They were exhausted and in desperate need of fresh supplies. To their horror the depot had been abandoned only hours earlier. On a tree William Brahe, the depot foreman, had carved DIG. Confronted with an empty depot, a small cache of supplies and the prospect of starvation, Burke had to decide whether he was going to go back to Menindee or attempt a 320 kilometre walk across the desert to a cattle station at Mount Hopeless. Once again Burke made the wrong decision. He decided to head for Mount Hopeless. It is perhaps the most telling comment about the character of Burke he ignored his only chance saving himself, Wills and King. It is almost certain that the local Aborigines could have saved the trio. But Burke saw himself as the conqueror, as a member of a superior civilisation. The idea that he could be saved from death by a group of 'savages' was unthinkable. The base camp in Menindee was thus occupied by part of the group from 19 Oct 1860 to 26 Jan 1861 before they headed back to Melbourne. Only John King made it back alive from Cooper Creek because he had accepted the hospitality of the Aboriginal people there. Dost Mahomet returned and lived in Menindee and worked for Ah Chung the Chinese baker. He died in 1880 and was buried just outside the town. The base camp at Pamamaroo Creek near Menindee was occupied from 19 October 1860 to 26 January 1861. Before setting off north Burke stayed in the hotel in Menindee and not with his men at Pamamaroo Creek depot. The main weir on the River Darling diverts water into Lake Pamamaroo which becomes the water supply of Broken Hill and the source of irrigation water for the fruit and vines around Menindee.
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The Uummannaq district encapsulates 11 ice-sheet outlet glaciers (streams of ice from the ice cap to the sea) which terminate at the Sea. These 11 glaciers empty into a fjord system that is joined to Baffin Bay by a channel. Over the past decade, this area has undergone a surface-temperature rise of nearly 2 degrees.
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This photo has been graciously provided to be used in the GRID-Arendal resources library by: Lawrence Hislop