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Farm implement near Glasgow in rural Saline County Missouri by Notley Hawkins Photography. Taken with a Canon EOS 5D Mark IV camera with a Canon EF24-105mm f/4L IS USM lens at ƒ/4.0 with a 147 second exposure at ISO 100. Processed with Adobe Lightroom CC.
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©Notley Hawkins
Farm implement near McBaine in Boone County, Missouri. Photography by Notley Hawkins. Taken with a Canon EOS R5 camera with a Canon RF15-35mm F2.8 L IS USM lens at ƒ/2.8 with a 1/125-second exposure at ISO 50. Processed with Adobe Lightroom Classic.
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©Notley Hawkins. All rights reserved.
What appears to be a working implementation of the Rochester Cloak. This is a simple setup with easily available lenses that creates a region in which objects seem to 'disappear'. Note that the bottom fin of the rocket seems to 'disappear' behind the front lens.
It is a great thing to try applying the feng shui colors ideas to be implemented in your new house color concept. Do you confuse in the mix and match your color new house concept? Do not worry. Invite your passion to mix and match your favorite color and create your own wealth. Here we go to...
www.ruchidesigns.com/feng-shui-colors-to-invite-the-wealt...
Spotted on our travels through Mid Wales. This old implement would have had a seat on the support between the two wheels and judging by the set up at the front would have been pulled by a large horse. Any ideas what it may have been used for.
View On Black Then select Large for the bigger picture.
Antiqued version here. www.flickr.com/photos/wdig/4702143163/
Read about my visit to Kwun Tong here:
The previous time I was here for shooting, it was back in November 2011. Decided to come back on this day before this downtown district further moves forward.
One of the first New towns in Hong Kong, Kwun Tong was, and remains, a major light industrial area. Its population has been growing rapidly, and the demand for housing, medical and educational facilities and services has been increasing.
In view of this, a number of community development projects, such as the redevelopment of old housing estates and the construction of major parks, have been implemented in recent years.
The other side of this progress in transition is the diminishing of history, soon most of these old concrete industrial buildings will be bygone. With this in mind, I've decided to once again visit this district to carry on with the documentation of what is going to be history in the coming days.
With this note, I shall start with my Kwun Tong documentation tour!
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Join me on my previous visit to Kwun Tong : 再見裕民坊 Yue Man Square
More Street shots: Urban
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Este santuário está
implementado numa vasta
área consagrada ao culto
Mariano e constitui um pólo
de dinamização de
numerosas actividades de
espiritualidade, recolhimento
e apoio social. Na sua
génese, está a resposta das
populações do nordeste
transmontano à mensagem
de Fátima, através de uma
acção liderada por um
sacerdote natural da região: o
P. Manuel Joaquim Ochôa.
Começou a ser edificado em
1961. Para a sua construção
foi necessária a colaboração
de todo o povo de Cerejais,
homens e mulheres; eles com
quatrocentos carros de bois
de pedra e elas com o transporte de toda a água necessária à construção,
muita da qual foi transportada em cântaros, à cabeça.
Além da capela principal, fazem parte do conjunto do santuário:
l O Calvário (fig.1.1) com uma capelinha onde se encontra um conjunto
escultórico, em tamanho natural, que representa o encontro da Mãe
Dolorosa com o seu Divino Filho.
l Uma Via-sacra que percorre o caminho entre a Capela e o Calvário e
cujas cruzes foram esculpidas em granito da aldeia de Romeu.
Dois anos mais tarde, em 28 de Maio de 1967, celebrou-se a “festa dos
Bispos” como ficou conhecida a inauguração dos quinze Mistérios do
Rosário, que estão representados por outras tantas figuras esculpidas que
se distribuem à beira do caminho entre a capela e a Loca do Cabeço. Com
efeito, nas cerimónias desta inauguração, estiveram presentes os bispos
de Bragança-Miranda, Leiria, Lamego e Dili.
Em 1976 foi edificado o primeiro pavilhão da Casa dos Pastorinhos e foi
ampliada a torre sineira.
1977 foi o ano da comemoração do 60º aniversário das aparições em
Fátima e o Santuário dos Cerejais foi o ponto central das comemorações
na diocese de Bragança-Miranda.
seu desejo ao rei que logo pensou juntar o útil ao agradável: fez a vontade
à esposa e aproveitou o pretexto para construir uma fortificação militar nas
proximidades, dado que se tratava de um local estratégico para a
segurança do reino.
A administração da capela e dos seus folgados proventos determinados
por D. Dinis foi entregue aos frades beneditinos do mosteiro do Castro da
Avelãs, que se localiza a cerca de 30 km de distância, próximo a Bragança.
No reinado de D. João III, foi construída a catedral de Miranda, que passou
a ser a sede da diocese para quem passou a administração do santuário.
Durante todos estes anos, as actividades de culto foram promovidas pela
confraria que contava sempre com um mordomo castelhano, o que
confirma a grande influência que o santuário exerce do outro lado da
fronteira. Do lado espanhol o Santuário é designado por “La Ribeiriña”.
Apesar da grande quantidade de romeiros e da celebração anual das
grandes romarias, o templo chegou ao final do século XIX num estado de
apreciável degradação. Providencialmente surgiu um benemérito, próspero
emigrante no Brasil, natural de Castrelos, de seu nome António do Carmo
Pires.
5l-henrique.blogspot.pt/2013/06/alfandega-da-fe-cerejais-...
In order to address the problem of water scarcity in Swabi District of Khyber Pakhtunkhwa province, #Alkhidmat Foundation Pakistan Khyber Pakhtunkhwa chapter has implemented another water project in Village Topy. This water project is expected to provide clean water for drinking and domestic usage to almost 23 families living in this village.
Participants during the Session "Implementing Stakeholder Capitalism 2" at the World Economic Forum, Annual Meeting of the Global Future Councils 2019. Copyright by World Economic Forum / Benedikt von Loebell
River Dargle Flood Defence Scheme.
These images were taken during the last week of April, 2016.
Some 14 months previously we'd watched some low-level maintenance work on the opposite banks, and (I) predicted that some destabilised sections might be a problem. Whilst engineering works were on-going 1km down-river during all this entire period, there had been minimal activity in the Slang/Rehills section. That had finally changed. A new contractor had been tendered to implement further/final repair work to the entire Slang/Rehills section, with emphasis on repairs to the integrity of the rebuilt bank structures.
Problem Solving Using the Why Tree by xtremelean.us
* This presentation is on problem solving using the why tree and is designed to teach a standardized approach for your people at all levels of the organization. Good problem solving skills within your company will cause your business to thrive while making everyone's life easier in the process.
* While problem solving does not have to be difficult, there are many that like to make it sound that way.
* People are not born as natural problem solvers and you don't need a college degree to learn to be a good problem solver either.
* Good problem solving skills can be taught and that is what I am going to do. My goal is to teach you a simple standardized approach that can be used in your business or personal life. You can also use this training video to teach others at your business. When completed, you will fully understand and be ready to use the concepts taught here.
* When we become good at problem solving, we start eliminating the problems that cause our head to spin once and for all. Our life becomes much easier and we suddenly have more time and less frustration. You are probably watching this video because that is exactly the direction you want to go in your life.
* Let's first discuss what a problem is or is not.
* A problem is the difference between actual conditions and the desired conditions and you don't know how to solve it.
* Let's put this in simpler terms.
* Let's change desired condition with "Want" and change actual condition with "Have"
* So the difference between what we have and what we want is the problem.
* And it's only a problem if you don't already know what the solution is.
* Let me give you a simple illustration of what a problem is. Barney here wants a female companion, but he does not have one, and he doesn't know exactly what to do about it. That is Barneys problem. That seems pretty straightforward doesn't it?
* The biggest type of problem people face is when something suddenly goes wrong.
* Captain Jack here is flying 300 passengers across the continent when all of a sudden, the plane starts to go down.
* In this case, the pilot WANTS to have full control of the plane again.
* But what he has is a plane that is going down and he doesn't know what happened or what to do about it.
* Does the pilot have a problem? 100% affirmative.
* Everyone has problems in their life at one time or another, so we all have the responsibility and opportunity to solve problems many times in our lives. It is absolutely best when we solve a problem so it never ever returns again. When you solve problems this way, your life becomes easier.
* When it comes to problem solving, some people just start shooting from the hip. This can be a very costly, time consuming, and frustrating approach. Preferable to this would be to take some aim at our target. After all, if we take the time to aim carefully at our target we increase the chance of hitting the bulls eye.
* Let's use a hypothetical problem that everyone can relate to. You arrived to work late.
* By the way, always clearly define the problem in as few words as possible, while also making sure everyone can understand what the problem is.
* And the reason we arrived to work late is because our car would not start.
* Many people put a lot of emphasis on root cause analysis, which is finding out what exactly what caused the car not to start.
* This is a fish bone diagram which is another tool that can be used for determining the root cause of a problem.
* And while sometimes finding the root cause is important, finding the best solution that will prevent the problem from reoccurring is THE most important objective.
* In this case, let's say you were at the end of your ropes with this piece of junk anyway and had decided you were going to buy a new car.
* Do you really care what exactly caused your old car not to start? Not really.
* Will the new car be a proper solution to your problem and get you to work reliably for many years to come? Absolutely
* My point is, solutions are more important than causes and in my opinion, outweigh them greatly.
* All right, let's do a reality check. You have a crap car, you were late to work because it would not start, and you have no money to buy a new car.
* You now need to know what caused your car not to start so you will not be able to fix it.
* The Why Tree method is the focus of this presentation, but it relies on knowing the 5-Why root cause analysis method. The 5-Why method for determining root cause is one of the simplest methods to learn and to complete. You start with a clear problem statement, then ask why the problem happened and write the answer down. If that answer did not identify the root cause, continue asking why until it does.
* Let's go through an example.
* For example our problem is we woke up late.
* We would then ask "why did we wake up late?"
* The alarm did not go off.
* "why did the alarm not go off?"
* Because the time reset on the alarm clock?
* Why did the time reset on the alarm clock?
* Because the power went out.
* Why did the power go out?
* Because of the severe thunderstorms.
* Why were there severe thunderstorms?
* We don't know.
* Notice that solutions are out of our control when the power went out? We do not have control over the power or the weather. So the line of questioning should stop when we do not have any control over the cause.
* One of the problems with the 5-Why root cause analysis is it only allows for one line of questioning. Based on the answers you give, you can get off the trail to solutions very quickly.
* Let's back up and change the answer to "why did the time reset on the clock?" to:
* Because the clock lost power
* Then why did the clock lose power?
* Because the alarm clock did not have the backup battery installed.
* Why was the backup battery not installed?
* Because we did not have one at the time.
* Take notice that the answers you give will dramatically change the outcome. You must also ensure the answers are accurate or once again you will be on a wild goose chase.
* We now have a root cause that we have control over and an easy solution to the problem. Having a backup battery installed in the alarm clock allows it to continue working in the event of a power outage. This solution is very simple and effective with a very low cost. It is easy to implement and has no negative consequences.
* While you now have a good solution to this problem, let's not forget that batteries do not last forever. You will need to check the batteries in the alarm clock on a regular basis if your want to eliminate this particular problem forever.
* Even though this approach is called 5-Why, 5 is just a rule of thumb for the number of times to ask why. It could be more or less though depending on the problem. When you no longer know the answer to the question that is a good place to stop. Speculation will rarely serve you well.
* While the 5-Why root cause analysis is a good and simple tool, I find the Why Tree diagram is a much better tool for brainstorming multiple possible causes of the problem. Discovering multiple causes of the problem allows you to develop multiple potential solutions to the problem. You would use the same 5-why approach but the tree diagram allows you to list multiple potential causes to each why. There is no limit to the size or shape of your Why Tree. Let me share an example of using the Why Tree.
* Let's use a real life problem I experienced recently. We put in a new lawn at our house and it wasn't very long before I noticed the grass was dying is some areas. I was upset and wanted to know why and the solution to the problem.
* It did not take long to put two and two together. The dog peeing on the lawn was causing it to die. The reason I want to share this example with you is to show you there are almost always several solutions to any given problem.
* While you may have multiple solutions for any given problem, and even though all of the solutions may solve the problem, there are costs or consequences to consider. Your job in good problem solving is to come up with:
A: The simplest
B: Most effective solution
C: At the lowest cost
D: That is the easiest to implement
E: With no negative consequences.
* The description of my problem is very simple "my grass is dying in small sections". So the 1st question why is the grass dying? Because the dog is peeing on the grass, why is the dog peeing on the grass? Because he is not trained to go elsewhere.
* I must confess, when I first saw that the dog peeing on the grass was causing it to die, I jumped to my first solution and that was a well planned hunting accident where the dog had more to worry about than the bird.
* But that solution would end up in divorce court. Although this solution would be simple, 100% effective, relatively low cost, and easy to implement, the consequences of this solution would make it a very poor choice.
* Then I thought how can I train the dog to stay off the nice new lawn?
* Someone suggested setting up an electric fence and I thought that would be a perfect solution. So off to the pet store I went only to discover these fences aren't cheap. Although this solution would be very effective and there were no negative consequences I could foresee, the cost was high and not simple to install or implement. Still the best solution I have found up to this point.
* I realized I needed to dig deeper to find more causes and therefore more solutions so I asked myself again, "why is the grass dying?"
* Because of the dog pee. I don't have any control over the natural functions of the dog so there is no solution there.
* Why is the dog pee causing the grass to die?
* I had to do some research on the internet, but quickly found my answer. Because dog pee has high levels of Nitrogen.
* Why are there high levels of Nitrogen in the dog pee?
* I also found the answers on the internet that it could be related to their diet
* Or they are not drinking enough water.
* I investigated changing the diet for my dog and found that over the lifetime of the dog, you will probably spend more than the electric fence. I also found out there are health risks for the dog with this diet. I found this solution to be simple, but the effectiveness in my mind was questionable. The cost was again high and the negative consequences of the health of the dog were not exciting. Bordering again on the divorce court thing.
* The dog not drinking enough water was another cause looking for a solution.
* I also thought I could probably teach my dog to read before I could get her to drink more water. So while this solution may be effective at a low cost with no negative consequences, I did not feel this would be simple or easy to implement at all.
* We might not be able to get the dog to drink more water which would dilute the Nitrogen, but maybe we can dilute the Nitrogen another way. What if we adjusted the sprinklers to come on more frequently in the area the dog goes potty? Here is an extremely simple and easy to implement solution that should be totally effective with no cost or negative consequences. Guess what solution I chose to solve my problem?
* There is a simple way to cross check the solution you have chosen. Just read your Why Tree in reverse order and substitute the question why with the word because. Let's try this.
* We are going to adjust the sprinklers to come on more frequently because we need to dilute the high levels of Nitrogen because of the dog pee, because the dog pee is killing the grass. Make sure when you do the cross check that your solution makes sense all the way down the line.
* Root cause analysis is definitely a team effort. After all, two heads are better than one. Choose your team members wisely and keep the team size to a manageable group however.
* Don't worry about the repeatability of this problem solving process. In my mind, problem solving is a very creative process.
* If you give the same problem to three different teams, depending on the creativity of each team, you will most likely end up with three different solutions to the problem. This is absolutely normal. Just be creative and focus on the best solution to the problem you face and implement it.
* If this process does not give you a solution that is clearly correct, you may need to use a different problem solving tool.
* In the future, I will be posting videos on all of the problem solving tools including, Pareto charts, flow charts, fishbone diagrams, brainstorming tools, mind maps, failure mode and effects analysis, and TRIZ. So stay tuned.
This is the end of the presentation, but the beginning of your journey towards realizing the benefits of good problem solving at your own company. We have many years experience in the tools of Six Sigma with problem solving skills at the forefront. Let us know how we can help you.
If you need help in training or implementing problem solving, visit us at www.xtremelean.us
The Metropolitan Transportation Authority (MTA) continues to implement precautions in response to the novel coronavirus (COVID-19). New York City Transit, MTA Bus, Access-A-Ride, Long Island Rail Road and Metro-North are significantly increasing the frequency and intensity of sanitizing procedures at each of its stations and on its full fleet of rolling stock. Trains, cars and buses will experience daily cleanings with the MTA’s full fleet undergoing sanitation every 72 hours. Frequently used surfaces in stations, such as turnstiles, MetroCard and ticket vending machines, and handrails, will be disinfected daily.
Photo: Patrick Cashin / MTA New York City Transit
Rural farm near Huntsdale in Boone County Missouri by Notley Hawkins. Taken with a Canon EOS 5D Mark III camera with a Canon EF16-35mm f/2.8L USM lens at ƒ/4.0 with a 108 second exposure at ISO 100. Processed with Adobe Lightroom CC.
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©Notley Hawkins
Sherlock.
This almost deserted town was a busy hub in early years. The Pinnaroo railway came through here in 1906 and this was an important siding as it was the nearest to the town of Karoonda to its north. This importance did not last as the railway line went through to Karoonda in March of 1912. The Hundred of Sherlock was gazetted in 1899 and the town was proclaimed in 1906 and named after a friend of Governor Buxton. There was soon a Post office and general store in Sherlock. Near the town was a government bore for a water supply to residents, trains and farms although most farms soon had their own bores. The Baptists were strong in this district and a wooden and iron Baptist church was built in 1908. In 1912 this was replaced with the fine stone edifice that still stands in Sherlock. A government primary school opened in Sherlock in the old Baptist church in 1911 and it moved into the stone Baptist church in 1912. Early crops at Sherlock produced high yields. Some got 18 bushels per acre but this soon fell to 7 or 8 bushel per acre in a good year. Although Sherlock was a reasonably prosperous district its stone institute and hall was not completed until 1927 as the Baptist Church was always used for town meetings, polling booth functions etc. In 1930 the government built a fine stone and brick school room at Sherlock. That building closed as a school in 1970, ten years after other schools in the district closed to support Coomandook Area School. It then became a school camp for city schools but it is now a private residence. The District Council of Peake was formed in 1911 and it covered the towns of Moorlands, Sherlock, Peake, Ki Ki and Yumali. The first District Clerk lived for decades in Sherlock and when new Council Chambers were built in 1973 they were located in Sherlock instead of Peake. The District Council of Peake closed in 1997 when part of it was amalgamated into the Coorong Council with Meningie, Coonalpyn etc. One highlight for the locals was the official Vice Regal visit to Sherlock by the Governor and his party in 1962. Like some other Mallee towns Sherlock and Moorlands (also Coomandook, Yumali etc) all supervised Italian prisoners of war during World War Two. Labour was short and these prisoners of war were important to maintain agricultural production. Today Sherlock has no public services and few residents.
The leaves are pretty much on the ground for the next 6 months or more but the color that is left still pops in the sun. A not quite ancient haybine does it's best to blend in with pine and aspen at Saginaw Minnesota
On the Northwest Passage Drive Expedition, the Moon-1 Humvee Rover serves as a concept vehicle for future pressurized rovers to be used by humans on the Moon and Mars, while the Bombardier snowmobiles serve as potential analogs for supporting scout and logistics vehicles. While polar sea-ice is different in many ways from the surface of the Moon or Mars, the analogy lies in areas of basic operational planning and implementation.
(Photo Mars Institute/Haughton-Mars Project/P. Lee)
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance, and night-fighter aircraft then in the Flygvapnet’s inventory. On 20 December 1948, a phase one contract for the design and mock-up of the proposed aircraft was issued. The requirements laid out by the Swedish Air Force were demanding: the aircraft had to be able to attack anywhere along Sweden's 2,000 km (1,245 miles) of coastline within one hour of launch from a central location, and it had to be capable of being launched in any weather conditions, at day or night.
In response, Saab elected to develop a twin-seat aircraft with a low-mounted swept wing and equipped with advanced electronics. On 3 November 1952, the first prototype, under the handle “Fpl 32” (flygplan = aircraft) conducted its first flight. A small batch of prototypes completed design and evaluation trials with series production of the newly designated Saab 32 Lansen beginning in 1953. The first production A 32A Lansen attack aircraft were delivered to the Swedish Air Force and proceeded through to mid-1958, at which point manufacturing activity switched to the Lansen’s other two major scheduled variants, the J 32B all-weather fighter and the photo reconnaissance S 32C, optimized for maritime operations.
The idea behind the J 32 originated from the late 1940s: Even before the SAAB 29 Tunnan had taken to the air, discussions began between SAAB and the Swedish Aviation Administration regarding a future night fighter aircraft with a jet engine. Since the end of the war, the Swedish Air Force had wanted a night fighter aircraft but was forced to put these on the shelf due to cost reasons. In the end, they managed to obtain sixty de Haviland Mosquito night fighter aircraft (then designated J 30) from Great Britain as a low-budget solution, but the J 30 was far from modern at the end of the 1940s and talks with SAAB regarding a domestic alternative continued.
At the beginning of the 1950s, the Fpl 32 project was in full swing and the aircraft was selected as the basis for an indigenous all-weather jet night fighter with a sighting radar and various heavier weapons to be able to shoot down bombers – at the time of the J 32B’s design, the main bomber threat was expected to enter Swedish airspace at subsonic speed and at high altitude. The original idea was that this aircraft would replace the J 30 Mosquito from 1955 onwards, but this proved to be impossible as the J 30 fleet needed to be replaced long before this and the A 32A as initial/main varia of the Fpl 32 had priority. Because of this operational gap, in January 1951 the Swedish Air Force ordered the British de Haviland Venom (then designated J 33) as an interim all-weather fighter and plans for the J 32B were postponed until later with the idea that the Lansen’s fighter variant would replace the J 33 at the end of the 1950s and benefit from technological progress until then.
On 7 January 1957, the first J 32B conducted its maiden flight, and it was a considerable step forward from the A 32A attack aircraft – in fact, excepts for the hull, it had only little in common with the attack variant! The new fighter version was powered by a Rolls-Royce Avon Mk 47A (locally designated RM6A) which gave as much thrust without an afterburner as the SAAB A 32A's original RM5A2 did with an afterburner, greatly improving the aircraft’s rate of climb and acceleration, even though the J 32B remained only transonic.
The armament consisted of four heavier fixed 30 mm ADEN m/55 automatic cannon in a slightly re-contoured nose, plus Rb 24/AIM-9B Sidewinder IR-guided AAMs and various unguided rockets against air and ground targets. Instead of the A 32A’s Ericsson mapping and navigation radar, which was compatible with the indigenous Rb 04C anti-ship missile, one of the earliest cruise missiles in western service, the J 32B carried a PS-42/A. This was a search/tracking X-band radar with a gyro-stabilized antenna with a swivel range of 60° to each side and +60°/−30° up/down. The radar featured the option of a 3D display for both WSO and pilot and its data could be directly displayed in the pilot’s Sikte 6A HUD, a very modern solution at the time.
A total of 118 aircraft (S/N 32501-32620) were produced between 1958 and 1960, serving in four fighter units. However, the J 32B only served for just under 12 years as a fighter aircraft in the Swedish Air Force: aviation technology progressed very quickly during the 1960s and already in 1966, the J 32B began to be replaced by the J 35F, which itself was already an advanced all-weather interceptor version of the supersonic Draken. In 1969 only the Jämtland's Air Flotilla (F4) still had the J 32B left in service and the type began to be completely retired from frontline service. In 1970 the plane flew in service for the last time and in 1973 the J 32B was officially phased out of the air force, and scrapping began in 1974.
However, the J 32Bs’ career was not over yet: At the beginning of the 1970s, Målflygdivisionen (MFD for short, the “Target Air Division”) was still using old J 29Fs as target tugs and for other training purposes, and they needed to be replaced. The choice fell on the much more capable, robust and readily available J 32B. Twenty-four machines were transferred to the MFD in 1971 to be used for training purposes, losing their radar and cannon armament. Six of these six J 32Bs were in 1972 modified into dedicated target tugs under the designation J 32D, six more J 32Bs were left unmodified and allocated to various second-line tasks such as radio testing and ground training.
The other twelve J 32Bs (s/n 32507, -510, -512, -515, -529, -541, -543, -569, -571, -592, -607 and -612) became jamming aircraft through the implementation of ECR equipment under the designation J 32E. This electronics package included internally:
- An INGEBORG signal reconnaissance receiver with antennae in the radome,
covering S, C and L radar frequency bands
- A G24 jamming transmitter, also with its antenna in the radome, covering alternatively
S, C and L frequency bands. This device co-operated with the external ADRIAN jamming pod
- Apparatus 91B; a broadband jammer, later integrated with INGEBORG
- MORE, a jammer and search station for the VHF and UHF bands
- FB-6 tape player/recorder; used, among other things, to send false messages/interference
Additional, external equipment included:
- PETRUS: jamming pod, X-band, also radar warning, intended for jamming aircraft
and active missile radars
- ADRIAN: jamming pod, active on S- and C-band, intended for jamming land-based and
shipboard radars
- BOZ-1, -3, -9 and -100 chaff dispenser pods
Outwardly, the J 32E differed from its brethren only through some blade antennae around the hull, and they initially retained the fighters’ blue-green paint scheme and their tactical markings so that they were hard to distinguish from the original fighters. Over time, orange day-glow markings were added to improve visibility during training sessions. However, during the mid-Nineties, three machines received during scheduled overhauls a new all-grey low-visibility camouflage with toned-down markings, and they received the “16M” unit identifier – the only MFD aircraft to carry these openly.
When a J 32E crashed in 1975, three of the remaining six training J 32Bs were modified into J 32Es in 1979 to fill the ranks. The MFD kept operating the small J 32Ds and Es fleet well into the Nineties and the special unit survived two flotilla and four defense engagements. At that time, the Målflygdivisionen was part of the Swedish Air Force’s Upplands Flygflottilj (F16), but it was based at Malmen air base near Linköpping (where the Swedish Air Force’s Försökscentralen was located, too) as a detachment unit and therefore the machines received the unit identifier “F16M”, even though the “M” suffix did normally not appear on the aircraft. However, through a defense ministry decision in 1996 the Target Air Division and its associated companies as well as the aircraft workshop at Malmen were to be decommissioned, what meant the end of the whole unit. On June 26, 1997, a ceremony was held over the disbandment of the division, where, among other things, twelve J 32Es made a formation flight over Östergötland.
After the decommissioning of the division, however, the Lansens were still not ‘dead’ yet: the J 32D target tugs were kept operational by a private operator and received civil registrations, and eight flightworthy J 32Es were passed over to FMV:Prov (Provningsavdelningen vid Försvarets materielverk, the material testing department of the Swedish Air Force’s Försökscentralen) to serve on, while other airframes without any more future potential were handed over to museums as exhibition pieces, or eventually scrapped. The surviving J 32Es served on in the electronic aggressor/trainer role until 1999 when they were finally replaced by ten modified Sk 37E Viggen two-seaters, after their development and conversion had taken longer than expected.
However, this was still not the end of the Saab 32, which turned out to be even more long-lived: By 2010, at least two Lansens were still operational, having the sole task of taking high altitude air samples for research purposes in collaboration with the Swedish Radiation Safety Authority, and by 2012 a total of three Lansens reportedly remained in active service in Sweden.
General characteristics:
Crew: 2
Length: 14.94 m (49 ft 0 in)
Wingspan: 13 m (42 ft 8 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 37.4 m² (403 sq ft)
Airfoil: NACA 64A010
Empty weight: 7,500 kg (16,535 lb)
Max takeoff weight: 13,500 kg (29,762 lb)
Powerplant:
1× Svenska Flygmotor RM6A afterburning turbojet
(a Rolls Royce Avon Mk.47A outfitted with an indigenous afterburner),
delivering 4,88 kp dry and 6,500 kp with reheat
Performance:
Maximum speed: 1,200 km/h (750 mph, 650 kn)
Range: 2,000 km (1,200 mi, 1,100 nmi) with internal fuel only
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 100 m/s (20,000 ft/min)
Armament:
No internal weapons.
13× external hardpoints (five major pylons and eight more for light weapons)
for a wide variety of up to 3.000 kg of ordnance, typically only used
for ECM and chaff/flare dispenser pods and/or a conformal ventral auxiliary tank
The kit and its assembly:
This is a what-if project that I had on my idea list for a long time, but never got the nerve to do it because it is just a mild modification – the model depicts a real aircraft type, just with a fictional livery for it (see below).
The plan to create a J 32E from Heller’s A 32 kit from 1982 predated any OOB option, though. Tarangus has been offering a dedicated J 32B/E kit since 2016, but I stuck to my original plan to convert a Heller fighter bomber which I had in The Stash™, anyway)- also because I find the Tarangus kit prohibitively expensive (for what you get), even though it might have saved some work.
The Heller A 32A kit was basically built OOB, even though changing it into a J 32B (and even further into an “E”) called for some major modifications. These could have been scratched, but out of convenience I invested into a dedicated Maestro Models conversion set that offers resin replacements for a modified gun bay (which has more pronounced “cheek fairings” than the attack aircraft, the lower section is similar to the S 32C camera nose), a new jet exhaust and also the Lansen’s unique conformal belly tank – for the cost of a NIB Heller Saab 32 kit alone, though… :-/
Implanting the Maestro Models parts was straightforward and relatively easy. The J 32B gun bay replaces the OOB parts from the Heller kit, fits well and does not require more PSR than the original part. Since the model depicts a gun-less J 32E, I faired the gun ports over.
The RM6A exhaust was a bit more challenging – it is a bit longer and wider than the A 32A’s RM5. It’s not much, maybe 1mm in each dimension, so that the tail opening had to be widened and slightly re-contoured to accept the new one-piece resin pipe. The belly tank matched the kit’s ventral contours well. As an extra, the Maestro Models set also offers the J 32B’s different tail skid, which is placed further back on the fighter than on the attack and recce aircraft.
The J 32E’s characteristic collection of sizable blade antennae all around the hull was scratched from 0.5 mm styrene sheet. Furthermore, the flaps were lowered, an emergency fuel outlet was added under the tail, the canopy (very clear, but quite thick!) cut into two parts for optional open display, and the air intake walls were extended inside of the fuselage with styrene sheet.
Under the wings, four pylons (the Heller kit unfortunately comes totally devoid of any ordnance or even hardpoints!) from the spares box were added that carry scratched BOZ-1 chaff dispensers and a pair of ADRIAN/PETRUS ECM pod dummies – all made from drop tanks, incidentally from Swedish aircraft (Mistercraft Saab 35 and Matchbox Saab 29). Sure, there are short-run aftermarket sets for this special equipment that might come closer to the real thing(s), but I do not think that the (quite considerable) investments in all these exotic aftermarket items are worthwhile when most of them are pretty easy to scratch.
Painting and markings:
The paint scheme was the actual reason to build a J 32E: the fundamental plan was to build a Lansen in the Swedish air superiority low-viz two-tone paint scheme from the Nineties, and the IMHO only sensible option beyond pure fantasy was the real J 32E as “canvas”. I used JAS 39 Gripens as reference: their upper tone is called Pansargrå 5431-17M (“Tank Grey”, which is, according to trustworthy sources, very close to FS 36173, U.S. Neutral Grey), while the undersides are painted in Duvagrå 5431-14M (“Dove Grey”; approximately FS 36373, a tone called “High Low Visibility Light Grey”). Surprisingly, other Swedish types in low-viz livery used different shades; the JA 37s and late J 35Js were painted in tones called mörkgrå 033M and grå 032M, even though AJSF 37s and AFAIK a single SK 37 were painted with the Gripen colors, too.
After checking a lot of Gripen pictures I selected different tones, though, because the greys appear much lighter in real life, esp. on the lower surfaces. I ended up with FS 36231 (Dark Gull Grey, Humbrol 140, a bit lighter than the Neutral Grey) and RLM 63 (Lichtgrau, Testors 2077, a very pale and cold tone). The aircraft received a low waterline with a blurry edge, and the light grey was raised at the nose up to the radome, as seen on JA 37s and JAS 39s. To make the low-viz Lansen look a little less uniform I painted the lower rear section of the fuselage in Revell 91 and 99, simulating bare metal – a measure that had been done with many Lansens because leaking fuel and oil from the engine bay would wash off any paint in this area, leaving a rather tatty look. Di-electric fairings like the nose radome and the fin tip were painted with a brownish light grey (Revell 75) instead of black, reducing contrast and simulating bare and worn fiber glass. Small details like the white tips of the small wing fences and the underwing pylons were adapted from real-world Lansens.
After a light black ink wash, I emphasized single panels with Humbrol 125 and 165 on the upper surfaces and 147 and 196 underneath. Additionally, grinded graphite was used for weathering and a grimy look – an effective method, thanks to the kit’s fine raised panel lines. The silver wing leading edges were created with decal sheet material and not painted, a clean and convenient solution that avoids masking mess.
The ECM and chaff dispenser pods were painted in a slightly different shade of grey (FS 36440, Humbrol 40). As a subtle contrast the conformal belly tank was painted with Humbrol 247 (RLM 76), a tone that comes close to the Lansens’ standard camouflage from the Sixties’ green/blue livery, with a darker front end (Humbrol 145) and a bare metal tail section.
The cockpit interior was, according to pictures of real aircraft, painted in a greenish grey; I used Revell 67 (RAL 7009, Grüngrau) for most surfaces and slightly darker Humbrol 163 for dashboards and instrument panels. The landing gear wells as well as the flaps’ interior became Aluminum Bronze (Humbrol 56), while the landing gear struts were painted in a bluish dark green (Humbrol 195) with olive drab (Revell 46) wheel hubs - a detail seen on some real-life Saab 32s and a nice contrast to the light grey all around.
All markings/decals came from RBD Studio/Moose Republic aftermarket sheets for Saab 32 and 37. From the latter the low-viz national markings and the day-glo orange tactical codes were taken, while most stencils came from the Lansen sheet. Unfortunately, the Heller kit’s OOB sheet is pretty minimalistic – but the real A/S 32s did not carry many markings, anyway. Finally, the kit was sealed with matt acrylic varnish. As a confusing detail I gave the aircraft an explicit “16M” unit identifier, created with single black 4 mm letters/numbers. As a stark contrast and a modern peace-time element I also gave the Lansen the typical huge day-glo orange tactical codes on the upper wings that were carried by the Swedish interceptors of the time.
A relatively simple build, thanks to the resin conversion set – otherwise, creating a more or less believable J 32E from Heller’s A 32 kit is a tough challenge. Though expensive, the parts fit and work well, and I’d recommend the set, because the shape of the J 32B’s lower nose is quite complex and scratching the bigger jet pipe needs a proper basis. The modern low-viz livery suits the vintage yet elegant Lansen well, even though it reveals the aircraft’s bulk and size; in all-grey, the Lansen has something shark- or even whale-ish to it? The aircraft/livery combo looks pretty exotic, but not uncredible - like a proven war horse.
The city of Derby, in Derbyshire.
The first human settlement of Derby was by the Romans who built a fort on high ground around Belper Road, overlooking the river Derwent, one of a line of forts seeking to protect the first boundary of their newly conquered province. Soon realising the importance of the area, around AD80, they moved across the Derwent and built a new fort on the east side calling it Derventio.
The great Roman Road of Rykneld Street connected the garrisons of the wild north with the civilised Roman towns of the south, passed straight through Derventio. The Romans stayed for over three centuries until the great withdrawal in an attempt to save Rome from the barbarians.
A hundred years later the Saxons arrived in strength, sailing up the river Trent and completing their colonisation of this island. They renamed the Roman fort Little Chester, the name by which it is still known today, and built a village a mile to the south of it which they called Northworthy, with a seperate development growing up and around St Werburghs Church.
This area was ideal with Markeaton Brook providing the water supply. A saxon called Walda started a dairy farm and Walde's Wick, later becoming the Wardwick, was a Saxon Street joining the farm to Northworthy. A town was slowly beginning to form. Many of Derby's suburbs owe their present names to the Saxons who enjoyed 300 years of uninterupted rule until the coming of the Danes who captured Nottingham in AD868. Soon after, Northworthy and much of the rest of the region was taken. Northworthy was renamed Derby and the town expanded, having a population of about 1200 in AD874.
By 917AD the Anglo Saxons under Ethelfleda, Lady of the Mercians and King Alfred's daughter had won back the town. Under the Danes it had become one of the 5 Danish Boroughs along with Nottingham, Lincoln, Leicster and Stamford. These were the military, administrative and commercial centres for the respective surrounding areas all of which became shires by the late 10th or early 11th century. Eventually a sort of uneasy peace developed between the Warring factions. By the time of the Domesday survey, the population had fallen. In Domesday it appears that 'Derby was a self-contained agricultural community grinding its own corn, fattening its own livestock, shaping its own crude farm implements, weaving its own cloth and even catching its own fish from the Derwent and eels from Sinfin'.
Six churches are mentioned in Domesday as belonging to the region. They were All Saints, which became Derby Cathedral in 1927, St Alkmunds, which was probably the first one built, but demolished in the late 20C to build a road, St Michaels, St Peters, St Werburghs and St Marys. By the early part of the 13th century the Market Place was known to have been a busy commercial centre with shops and stalls and first street names appear.
Information gained from www.derby-guide.co.uk/derby_history.html
the garden stands ready but it isn't time to plant. olympus e-300 with meyer-optik gorlitz lydith 30mm f/3.5
Security forces squadron Airmen and law enforcement members receive training on safely firing weapons at enemies during Progressive Combat Solutions training at Scott Air Force Base, Ill., April 8, 2014. The Progressive Combat Solutions trains military and law enforcement personnel in a decision making process originally benchmarked by the Air Force known as observe, orient, decide and act. The Air Mobility Command and the 375th Security Force Squadron hosted this training with the goal of implementing it across AMC in the future. (U.S. Air Force photo by Airman 1st Class Kiana Brothers/Released)
Seen at Melbourne, East Yorkshire 08-05-16. Any suggestions as to what it is would be gratefully appreciated. Old disc harrow maybe?
Norwood Farms owners and producers Don and son Grant Norwood work with U.S. Department of Agriculture (USDA) Farm Production and Conservation (FPAC) Natural Resources Conservation Service (NRCS) District Conservationist Ron Harrison to implement their crop rotation and residue management practices to reduce erosion leading to improved land use and crop production; they also practice no-till farming on nearly every acre in the operation, in Henry County, TN, on Sept 19, 2019.
The stover of remaining corn stalk stubs, leaves, and cobs that are expelled and and left behind the corn harvester becomes a cover crop. The stover can be seen between soybean crop.
Crop dusters adapted with a seed spreader can seed directly into standing corn and standing soybeans. This gives the seeds a chance to get established before it freezes. In the spring, the cover crop will grow up through the corn stover.
Norwood Farms have successfully established the building blocks of conservation with conservation crop rotation on the entire Norwood operation. The crops are rotated between corn, wheat, soybeans and in some cases, corn cover crops and soybeans cover crops. The practices are implemented to reduced erosion sediment in surface water and are leading to improved land use and crop production.
Conservation Crop Rotation (Practice Code 328) is a management practices where growing a planned sequence of various crops takes place on the same piece of land for a variety of conservation purposes. Crops included in conservation crop rotation include high-residue producing crops such as corn or wheat in rotation with low-residue- producing crops such as soybeans. Crop rotations vary with soil type, crops produced, farming operations, and how the crop residue is managed. The most effective crops for soil improvement is fibrous-rooted high-residue producing crops such as grass and small grain.
Residue and Tillage Management (Practice Code 329) is managing the amount, orientation and distribution of crop and other plant residue on the soil surface throughout the year. For our area, we are utilizing reduced tillage and no-till. Residue and Tillage Management should be used on all cropland fields, especially where excess sheet and rill erosion are a problem. Residue and tillage management is most effective when used with other conservation practices like grassed waterways, contouring, field borders, etc.
NRCS has a proud history of supporting America's farmers, ranchers, and forest landowners. For more than 80 years, we have helped people make investments in their operations and local communities to keep working lands working, boost rural economies, increase the competitiveness of American agriculture, and improve the quality of our air, water, soil, and habitat. As the USDA's primary private lands conservation agency, we generate, manage, and share the data, technology, and standards that enable partners and policymakers to make decisions informed by objective, reliable science. And through one-on-one, personalized advice, we work voluntarily with producers and communities to find the best solutions to meet their unique conservation and business goals. By doing so, we help ensure the health of our natural resources and the long-term sustainability of American agriculture.
Farm Production and Conservation (FPAC) is the Department's focal point for the nation's farmers and ranchers and other stewards of private agricultural lands and non-industrial private forest lands. FPAC agencies implement programs designed to mitigate the significant risks of farming through crop insurance services, conservation programs, and technical assistance, and commodity, lending, and disaster programs.
The agencies and services supporting FPAC are Farm Service Agency (FSA), NRCS, and Risk Management Agency (RMA).
For more information please see www.usda.gov
USDA Photo by Lance Cheung.
I don't know what this is, though it's been leaning against the fence there for a long time. I find it sculptural. I especially like the rocks embedded in it.
NSW Rural Fire service is suffering a slow descent into madness via its pathetic Covid 19 vaccination mandate implemented via Service Standard 7.1.9
TV was supposed to enhance our lives. Instead, we got MAFS full of Bigpox recipients
U.S. Secretary of State John Kerry addresses reporters gathered at the Vienna International Center in Vienna, Austria, on January 16, 2016, after the implementation of the Joint Comprehensive Plan of Action outlining the shape of that country's nuclear program. [State Department Photo/Public Domain]
Essay:
Earth's Transformation and the Random Implementation of Alien Technology
The Earth, once a vibrant planet teeming with diverse ecosystems, has undergone a drastic transformation. A severe environmental catastrophe has devastated the planet, leading to the evaporation of life-giving water into the vast expanse of space. The once-blue planet is now dominated by barren deserts, stretching across continents where oceans and forests once thrived. Humanity, on the brink of extinction, has been thrust into a desperate struggle for survival.
The catalyst for this environmental apocalypse was a combination of factors: uncontrolled industrial activity, rampant deforestation, and unchecked pollution. These human activities pushed Earth's climate system past a critical threshold, triggering a cascade of irreversible changes. The polar ice caps melted at unprecedented rates, causing sea levels to rise and then rapidly fall as water vapor escaped the atmosphere. Rainforests, which acted as the planet's lungs, were decimated, and the delicate balance of ecosystems collapsed. The result was a planet unrecognizable from its former self—a desolate wasteland where life struggled to find a foothold.
In this dire scenario, hope arrived in the form of alien technology—an unexpected boon that became humanity's lifeline. The origins of this technology remain shrouded in mystery. Some speculate it was discovered accidentally during deep-space explorations, while others believe it was gifted by a benevolent extraterrestrial civilization. Regardless of its origins, this advanced technology became the cornerstone of Earth's new survival strategy.
The alien technology enabled the creation of isolated oases in the vast desert expanses. These oases, shielded by energy fields and sustained by advanced atmospheric processors, mimic the lost ecosystems of old Earth. They generate and recycle water, maintain breathable air, and support agriculture, allowing small human communities to thrive. The technology also includes sophisticated climate control mechanisms that protect these fertile areas from the harsh desert environment.
The implementation of alien technology was a stroke of luck, a fortuitous discovery in humanity's darkest hour. Scientists and engineers, initially skeptical, soon realized the potential of these alien devices. Through trial and error, they managed to integrate this technology into the remnants of human civilization. This integration was not without its challenges—there were numerous failures and setbacks, but the resilience of the human spirit prevailed.
Life in these technologically sustained oases is a stark contrast to the desolation that surrounds them. Within the protective domes, greenery flourishes, and small bodies of water reflect the sky. Communities have adapted to this new way of living, embracing a lifestyle that is a blend of ancient survival techniques and futuristic technology. Education systems focus on maintaining and understanding the alien technology, ensuring that future generations can continue to benefit from it.
The concept of 'Planet B' has taken on a new meaning. Instead of seeking a new home among the stars, humanity has been forced to redefine its existence on Earth—'Planet B' is Earth reborn, a new chapter after 'Planet A' vanished beneath the waves of environmental disaster. The Earth of today is a testament to human ingenuity and the unforeseen assistance of alien technology. It is a world where the line between science fiction and reality has blurred, and where survival hinges on the harmonious integration of alien and human advancements.
In conclusion, the transformation of Earth and the serendipitous implementation of alien technology have given rise to a new way of life. This new existence is fragile and fraught with challenges, but it is also a beacon of hope. The 'Cradle of the Desert' represents the resilience of life and the enduring quest for survival in the face of insurmountable odds.
Poem:
In deserts wide where oceans slept,
Beneath a sky where sorrow wept,
Alien whispers, silent, deep,
Brought life anew from restless sleep.
Once blue and green, now dust and bone,
Our planet’s heart, a hollow tone,
Yet through the sands, technology,
Revived the hope for you and me.
In domes of light, we plant our dreams,
Where water flows in gentle streams,
Alien hands unseen, yet kind,
Breathe life back to a world confined.
From barren waste to fertile land,
A future forged by chance and hand,
Cradle of the Desert, bright,
Guides us through this endless night.
Haikus:
Alien whispers,
Oases bloom in deserts,
Hope in arid lands.
Earth’s rebirth at hand,
Technology’s gentle touch,
Life in barren sands.
Designer: Jiang Chenqian, Li Xiangyang (将陈阡，李向阳)
1975, March
Earnestly implement the new constitution, bravely defend the new constitution
Renzhen zhixing xin xianfa yonggan hanwei xin xianfa (认真执行新宪法勇敢捍卫新宪法)
Call nr.: BG E37/289 (Landsberger collection)
More? See: chineseposters.net
Bosch India Csr
Corporate Social Responsibility (CSR) has acquired new dimensions in the recent years.
CSR Projects implemented by trinitycarefoundation.org/csrprogrammesindia | : flic.kr/s/aHsk8kEmnC | For CSR partnership, Write to - support@trinitycarefoundation.org |
We are now 2 months away until the end of the S23 schedule which has been one of the busiest post-COVID, and airlines are currently in the process of finalising their upcoming flight schedules for the W23 schedule. The 3 major carriers based in the United States are amongst recent airlines to have updated their schedules prior to their implementation on 28th October 2023; naturally the winter schedule usually sees a drop off in operating capacity and altered aircraft allocation.
For American Airlines, they continue to provide a large presence at London Heathrow along with their joint-venture partner, British Airways. and are earmarked to provide 21 daily flights each day. For the W23 schedule which is to commence from 28th October 2023, American Airlines are expected to operate the following:
-Boston-Logan: Continues to operate daily (AA108/109) utilising Boeing 777-200ERs, albeit will be suspended from 21st February 2024 to 27th February 2024.
-Charlotte-Douglas: Continues to operate thrice-daily (AA730/731, AA732/733 and AA734/735) utilising Boeing 777-200ERs, except during 20th November 2023 to 24th November 2023 and during 25th January 2024 to 31st January 2024 where its reduced to twice-daily.
-Chicago-O'Hare: Continues to operate twice-daily (AA90/87 and AA86/91) utilising Boeing 787-9s.
-Dallas-Fort Worth: Continues to operate thrice-daily with AA20/51 and AA50/79 utilising Boeing 777-300ERs, whilst AA78/21 utilising Boeing 777-200ERs.
-Los Angeles: Commencing 29th October 2023, thrice-daily flights maintained except between 22nd January 2024 to 28th January 2024 and between 8th February 2024 to 14th February 2024 where it will be reduced to twice-daily. AA136/135 and AA138/139 utilises Boeing 777-200ERs, whilst AA134/137 utilises Boeing 777-300ERs.
-Miami: Operates twice-daily except between 15th January 2024 to 21st January 2024, and between 10th February 2024 to 15th February 2024 where it reduces to a single daily flight. AA56/39 utilises Boeing 777-300ERs whilst AA38/57 utilises Boeing 777-200ERs.
-New York-John F. Kennedy: Typically will operate thrice-daily, except between 8th January 2024 to 14th February 2024 which will increase to 4-times daily. AA100/101 and AA106/105 will utilise Boeing 777-300ERs, AA104/107 will also utilises Boeing 777-300ERs except between 8th January 2024 to 29th March 2024 where it will convert to Boeing 777-200ERs, and AA142/141 will utilise Boeing 777-200ERs.
-Philadelphia: Operate a single daily flight with AA728/729 utilising Boeing 787-9s.
-Phoenix-Sky Harbor: Operates a single daily flight with AA194/195 utilising Boeing 777-200ERs.
-Raleigh-Durham: Operates a single daily flight with AA174/175 utilising Boeing 777-200ERs.
-Seattle-Tacoma: Single daily flight cancelled, which is expected to return for the S24 schedule.
Other than the fluctuating frequencies between much of their flights as well as the temporary cancellation of their Seattle-Tacoma operations for the W23 season, Boeing 777-200ER/300ERs and Boeing 787-9s continue to provide the long-haul flights into London Heathrow. For American Airlines, the carrier is expected to take delivery of their second batch of Boeing 787-9s which are expected to feature a more premium-heavy layout which are expected to oust the elderly Boeing 777-200ERs.
Currently, American Airlines operates 59 Boeing 787s, which includes 37 Boeing 787-8s and 22 Boeing 787-9s. American Airlines have 30 Boeing 787-9s on-order.
November Eight Three Zero Alpha November is one of 22 Boeing 787-9s operated by American Airlines, delivered new to the carrier on 1st September 2017 and she is powered by 2 General Electric GEnx-1B74 engines.
Boeing 787-9 Dreamliner N830AN on final approach into Runway 09L at London Heathrow (LHR) on AA728 from Philadelphia (PHL), Pennsylvania.
Read more: www.europarl.europa.eu/portal/en
This photo is free to use under Creative Commons licenses and must be credited: "© European Union 2016 - European Parliament".
(Attribution-NonCommercial-NoDerivatives CreativeCommons licenses creativecommons.org/licenses/by-nc-nd/4.0/).
For bigger HR files please contact: webcom-flickr(AT)europarl.europa.eu
On one of the small farm access roads North of the Queen Elizabeth Way/QEW about midway between Grimsby and Beamsville, Ontario, on the shore of Lake Ontario, lies one of the many soft fruit farms that characterize the region. As is typical with the smaller operations, these places are struggling to survive. In this case, the red barn clearly is in need of some work and while examining it from the road, a friendly neighbour came over and introduced himself. At first I thought he might have been the owner, but he quickly cleared that up. I told him I was interested in entering the property to photograph and he very kindly pulled out his cell phone and gave the owner a call and got permission for me (many thanks Gus). As you can see the equipment has been sitting out and the whole area could use a bit of TLC. Fortunately this was the last snowfall of the season and with better weather it would seem that work will soon get underway to get things in order. - JW
Date Taken: 2014-03-30
Tech Details:
Taken with a tripod-mounted Nikon D7100 fitted with a Nikkor 12-24mm lense set to 18mm, ISO100, Aperture priority mode, f/8.0, three auto-bracketed exposures spaced at EV+/-2.0 around a base exposure of 1/250 sec and with an EV+0.33 exposure bias to compensate for the snow brighness. HDR processing was done using free Open Source Luminance/Qtpfsgui with settings as indicated below, to produce two different versions, one to emphasize textures (Mantiuk '06 Tone-mapping model) and one to emphasize colours (Fattal Tone-mapping model), which were used in subsequent post-processing to produce the final image. PP in free Open Source GIMP: The Fattal model was loaded as the top layer and the Mantiuk '06 model as the lower layer, the layers were then blended by setting the opacity of the upper/Fattal layer to 50% and a new working layer created from the visible result, tone adjustments were made using the tone curve tool to get a more natural looking overall tone with better darker areas, colour correction was applied to reduce the blue levels (yellow added), the cyan channel colour channel was reduced in saturation somewhat to get a more natural looking blue sky, the image was duplicated and tone cure tool used to brighten and improve the tonality and contrast of the tractor and snow blower disregarding the impact on the rest of the image, the layer was placed below the previous working layer, a large soft-edged eraser tool was used to remove the snow blower and tractor from the top layer to reveal the better better versions of the corresponding areas from the layer below, new working layer created from the visible result, slight contrast increase, slight overall saturation increase, sharpen, add fine black and white frame, add bar and text on left, scale to 1800 wide for posting.
= = = =
Luminance HDR 2.3.0 tonemapping parameters:
Operator: Fattal
Parameters:
Alpha: 0.95
Beta: 0.93
Color Saturation: 1
Noise Reduction: 0
------
PreGamma: 1.25
= = = =
Luminance HDR 2.3.0 tonemapping parameters:
Operator: Mantiuk06
Parameters:
Contrast Mapping factor: 0.3
Saturation Factor: 1.4
Detail Factor: 7
------
PreGamma: 1.15
Implements lie in wait for call to action.
The ignorant next door put out poison traps 3 days ago and I've lost all my raptors and a coyote. I told them I put the dead out on the road for them to see. They screamed and whined and sounded like the wicked witch. They then had the Hispanic farm workers place more traps.
Handheld