View allAll Photos Tagged mLearning
...@ a pottery workshop today - with eyes closed
"The ability to recognize and adjust to pattern shifts is a key learning task."
"Learning is a process that occurs within nebulous environments of shifting core elements – not entirely under the control of the individual."
"Choosing what to learn and the meaning of incoming information is seen through the lens of a shifting reality."
"Connectivism presents a model of learning that acknowledges the tectonic shifts in society where learning is no longer an internal, individualistic activity."
- Siemens, 2004 www.elearnspace.org/Articles/connectivism.htm -
...not in following the beaten track, but in finding the true path for ourselves, and fearlessly following it.”
- Mahatma Gandhi -
I conducted the first Mobile Language Learning in Satya Wacana Christian University for ESL teacher trainees in September 2006
“My days were not days of the week, bearing the stamp of any heathen deity, nor were they minced into hours and fretted by the ticking of a clock; for I lived like the Puri Indians, of whom it is said that "for yesterday, today, and tomorrow they have only one word, and they express the variety of meaning by pointing backward for yesterday forward for tomorrow, and overhead for the passing day." This was sheer idleness to my fellow-townsmen, no doubt; but if the birds and flowers had tried me by their standard, I should not have been found wanting.”
- Henry David Thoreau, Walden -
“For at some point, each of us will be asked to embody what we feel and know.”
- Chang-rae Lee, On Such a Full Sea -
www.goodreads.com/quotes/tag/embodiment
- two previous versions completed in Dec. 2013 embedded in the comment fields below
Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Cosford.
Produced as a turbine-powered development of the American Sikorsky S-58, the initial British production version was the Wessex HAS Mk 1 for the Royal Navy, entering service in 1961. First flown in January 1962, the RAF variant, the HC Mk 2, was a high-performance development of the Mk 1, with two coupled Bristol Siddeley Gnome turboshaft engines. It was intended for transport, ambulance and general purpose duties, including carrying 16 fully-equipped troops or a 4000lb underslung load (such as a 105mm Pak Howitzer) and ground assault with Nord SS-11 anti-tank missiles and machine guns. It entered service, with No 18 Squadron at RAF Odiham, in January 1964, with 71 delivered. The HC Mk 2 became a familiar sight on anti-terrorist operations in Northern Ireland, and supported UN Peacekeeping forces in Cyprus.
German V1 Doodlebug. Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Cosford.
The V1 (Vergeltungswaffen or Vengeance Weapon 1) was devised as a flying bomb as early as 1935, but because of design problems, progress was slow and little priority was given to the project.
The first production order was not made until June 1942. However, it was not until 13 June 1944 that the first ten were launched against London and by 29 June, approximately 2,000 had been launched from 40 operational sites. Only one in four V1s launched actually reached London and on 2 March the last of the successful launches hit our Capital.
The bombs themselves were controlled in flight by a gyroscope which operated the rudder and elevator whilst a pre-set air log, driven by the small propeller on the nose caused the bomb to dive or glide onto its target. The whole system was rather crude and was not capable of achieving great accuracy.
The V1 was perhaps the world’s first cruise missile and the first guided missile to be used en masse. The pulsejet engine had a grid of flap-valve springs in its inlet, which alternately admitted fresh air and then were blown shut against ram pressure by the ignition of the duct. The vibration made the engine noise and led to the infamous ‘buzz-bomb’ noise which would suddenly stop when the V1 was over its target.
At least 29,000 missiles were produced although the saturation attacks Hitler envisaged never took place, with the most efficient unit firing 316 on one day.
Post War Ex-Spanish Airforce Junkers Ju 52 in pre-war British Airways Ltd colours. Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Cosford.
In its time, the Junkers Ju52/3m was rivalled only by the Douglas Dakota as a transport aircraft. It was used by the airlines of thirty countries and several Air Forces. A few examples still fly today with pleasure flight operators.
The Ju52 was the last in a series of corrugated metal-skinned Junkers aircraft. The first aircraft, fitted with a single engine, flew in October 1930. The first three-engined version, the Ju52/3m, flew in April 1932. Orders for this robust aircraft, which could carry seventeen passengers or eighteen troops, soon started coming in and included an order for three from the pre-war British Airways, in whose colours this example is displayed.
By 1934, the newly-formed Luftwaffe was flying bomber-transport Ju52s and the type was soon in action with the Luftwaffe's Condor Legion, which fought on the Nationalist side in the Spanish Civil War. In August 1936, Ju52s carried out what was then the biggest air-transportation operation ever mounted, carrying 14000 of General Franco's troops from Morocco to Spain.
During the Second World War the Ju52 became the Luftwaffe's standard workhorse and was known affectionately as 'Tante Ju' (Auntie Ju). Flown mainly as a transport, it also fulfilled air-ambulance and, more unusually, mine-clearance roles. For the latter it was fitted with a large metal hoop which could be energized by a motor to explode magnetic sea-mines.
After the Second World War it was built under licence for use by the Spanish Air Force.
Post War Ex-Spanish Airforce Junkers Ju 52 in pre-war British Airways Ltd colours. Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Cosford.
In its time, the Junkers Ju52/3m was rivalled only by the Douglas Dakota as a transport aircraft. It was used by the airlines of thirty countries and several Air Forces. A few examples still fly today with pleasure flight operators.
The Ju52 was the last in a series of corrugated metal-skinned Junkers aircraft. The first aircraft, fitted with a single engine, flew in October 1930. The first three-engined version, the Ju52/3m, flew in April 1932. Orders for this robust aircraft, which could carry seventeen passengers or eighteen troops, soon started coming in and included an order for three from the pre-war British Airways, in whose colours this example is displayed.
By 1934, the newly-formed Luftwaffe was flying bomber-transport Ju52s and the type was soon in action with the Luftwaffe's Condor Legion, which fought on the Nationalist side in the Spanish Civil War. In August 1936, Ju52s carried out what was then the biggest air-transportation operation ever mounted, carrying 14000 of General Franco's troops from Morocco to Spain.
During the Second World War the Ju52 became the Luftwaffe's standard workhorse and was known affectionately as 'Tante Ju' (Auntie Ju). Flown mainly as a transport, it also fulfilled air-ambulance and, more unusually, mine-clearance roles. For the latter it was fitted with a large metal hoop which could be energized by a motor to explode magnetic sea-mines.
After the Second World War it was built under licence for use by the Spanish Air Force.
Post War Ex-Spanish Airforce Junkers Ju 52 in pre-war British Airways Ltd colours. Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Cosford.
In its time, the Junkers Ju52/3m was rivalled only by the Douglas Dakota as a transport aircraft. It was used by the airlines of thirty countries and several Air Forces. A few examples still fly today with pleasure flight operators.
The Ju52 was the last in a series of corrugated metal-skinned Junkers aircraft. The first aircraft, fitted with a single engine, flew in October 1930. The first three-engined version, the Ju52/3m, flew in April 1932. Orders for this robust aircraft, which could carry seventeen passengers or eighteen troops, soon started coming in and included an order for three from the pre-war British Airways, in whose colours this example is displayed.
By 1934, the newly-formed Luftwaffe was flying bomber-transport Ju52s and the type was soon in action with the Luftwaffe's Condor Legion, which fought on the Nationalist side in the Spanish Civil War. In August 1936, Ju52s carried out what was then the biggest air-transportation operation ever mounted, carrying 14000 of General Franco's troops from Morocco to Spain.
During the Second World War the Ju52 became the Luftwaffe's standard workhorse and was known affectionately as 'Tante Ju' (Auntie Ju). Flown mainly as a transport, it also fulfilled air-ambulance and, more unusually, mine-clearance roles. For the latter it was fitted with a large metal hoop which could be energized by a motor to explode magnetic sea-mines.
After the Second World War it was built under licence for use by the Spanish Air Force.
“Some people believe holding on and hanging in there are signs of great strength. However, there are times when it takes much more strength to know when to let go and then do it.”
- Ann Landers -
Taken at the second mLearn 2008 Conference Dinner which was at the RAF Museum at RAF Gosford.
Derived from a single seat fighter project an example of which is also displayed at Cosford the Gnat provided advanced flying training for RAF fast jet pilots in the 1960s and 1970s.
The Gnat first flew in August 1959 and the type entered service with the Central Flying School in February 1962. It was intended to replace the Vampire as an advanced trainer for pilots who would fly jet fighters and bombers, combining high performance with the handling qualities required for effective instruction. A total of 105 Gnats served with the RAF and the final group of pilots trained on the Gnat graduated from No.4 Flying Training School on 24 November 1978.
Its aerobatic qualities led to the formation of the Yellowjacks aerobatic team in 1964, leading to the foundation of the world famous Red Arrows the following year. The team flew their red Gnats for fourteen years until they were replaced by the British Aerospace Hawk at the end of the 1979 season.