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Air Methods workshop for the Lexington Fire Department.
Held at Raven Run Nature Sanctuary on November 25, 2015.
I tried my hand at shooting a bokeh panorama today, it was my first time trying it and it was only done quickly while lounging around in my room but I like the possibilities it presents. I think with a more interesting subject other than my feet at the end of the bed it could be a fun method to mess around with.
I only recently found out about bokeh panoramas or the Brenizer method which is named after the guy who popularized it, Ryan Brenizer. They are basically multiple shot composites with fast apertures of F/2.8 or faster. I like the idea that you can keep a shallow depth of field while still getting a nice wide field of view. I can see why people use them for portraits.
If you want to know more about it check out this FAQ www.flickr.com/groups/brenizermethod/discuss/721576271843...
36 shots in total were taken to create this image.
Nikon D7000_Nikon 50mm f/1.8D_ISO800_f/2.0_1/125s.
All Rights Reserved © Mike Dunckley_2012
A man using a conventional method of crossing the Indus River to get from Kohistan to the Karakoram Highway.
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LONDON, ENGLAND - JANUARY 31: Cara Delevingne attends the "A Dangerous Method" UK Gala film premiere at The Mayfair Hotel on January 31, 2012 in London, England. (Photo by Gareth Cattermole/Getty Images)
Life Net /AIR METHODS CORP
Serial Number 3251
MFR Year 1999
Engine Model TURBOMECA ARRIEL 1SER
On November 2, 2004, at 0731 mountain standard time, a Eurocopter AS350B3, N106LN, experienced a partial power loss after takeoff followed by a hard landing into a parking lot, in Sierra Vista, Arizona. LifeNet, Inc., was operating the helicopter under the provisions of 14 CFR Part 91 as a positioning flight. The commercial pilot and two medical flight crew were not injured, and the helicopter was substantially damaged. Visual meteorological conditions prevailed, and a company flight plan had been filed for the flight that was destined for Portal, Arizona.
The pilot stated in the Pilot/Operator Accident Report and in a telephone interview with the National Transporation Safety Board investigator (IIC), that he and two medical attendants were on a flight to pickup a patient. Prior to takeoff he checked his instrument panel and then lifted the helicopter to a 50-foot hover over the elevated pad at Sierra Vista Hospital, which positioned the helicopter about 100 feet above ground level (agl). After receiving clearance from the Sierra Vista Municipal Airport tower he transitioned to forward flight. About 10 seconds later, at 35 knots and between 150 to 200 feet agl, he sensed the engine turbine start to spool down towards idle. He lowered the collective and saw a red 'GOV' light illuminated on the instrument panel. He
identified a bank parking lot as a possible emergency landing area. He flew the helicopter about 1/8 mile towards the parking lot, working the collective to try to keep the helicopter above the trees and the roofs of houses. He lined up for the parking lot and used all the available rotor rpm to arrest the landing. The helicopter landed hard collapsing the landing skids, and the ship slid about 100 feet, rotating 90 degrees to the left as it did so. After the helicopter's motion had stopped, the main rotor was still rotating at a slower rpm, and the engine was operating at what seemed like a low idle speed. He rolled the twist grip to 'min,' pulled the fuel shutoff valve, and used the rotor brake to stop the rotor. Throughout the emergency landing he did not recall hearing a "low rotor rpm" aural warning.
The Wall Street Journal News / Yury Iofe - www.marketwatch.com/story/how-to-get-financing-for-a-busi...
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Accounting Trends & Techniques, Senior Editor Yury Iofe, surveys the annual reports of 600 of America's top companies. Comprehensive guide to the latest financial report methods for CPAs.
Method of inflicting the Branding and Burning Tortures:
There were various methods and devices used to torture or punishing a victim using branding or burning techniques. The red-hot brazier, which was passed backwards and forwards before the eyes of the culprit, until they were destroyed by the scorching heat. Red hot pokers were applied to various parts of the body. Various marks branded on to the flesh using red hot branding irons. A branding-iron had a long bolt with a wooden handle at one end and a brand with a letter at the other. Two iron loops were used for firmly securing the hands during the excruciating process.
featued (l to r): Lana Lesley, Thomas Graves, Jude Hickey, Hannah Kenah, Heather Hanna
photo by Bret Brookshire
Oslo International Film Festival 2011 opens with a gala screening of David Cronenberg’s A Dangerous Method on Wednesday, November 16th. We are proud to present the Canadian director’s latest feature film. A Dangerous Method premiered at the Venice Film Festival earlier this fall, and has since had great success at the film festivals in Toronto, New York, London and Vienna. In his third collaboration with Cronenberg, leading man Viggo Mortensen is cast as Sigmund Freud. The promising psychiatrist Carl Jung is portrayed by Michael Fassbender. Keira Knightley plays Sabina Spilrein, the young Russian patient who will have a decisive influence on the the relationship between Freud and Jung and their work. The plot takes place in Vienna and Zürich in the years prior to World War I. Based on real events, the film tells the story about the pioneers of psychoanalysis and the conflict between them.
DIRECTOR
David Cronenberg (b. 1943). Selected filmography: Scanners (1981), Videodrome (1983), The Fly (1986), Dead Ringers (1988), Naked Lunch (1991), Crash (1996), eXistenZ (1999), A History of Violence (2005) and Eastern Promises (2007).
The performers showed considerable ingenuity finding ways to get their posters as high up the advertising pillars as possible and so lessening the chances of them being covered over within the next 3 minutes.
Corps-Esprit. Suite.
Après une séance de dessin projectif (méthode Jungienne) à partir de la méditation de l'hiver et de l'été, il nous a été demandé d'afficher les résultats, en les commentant au plus juste si possible, aussi en associant les saisons travaillées.
Nous avons choisi la couleur de nos pastels pour l'été.
Le noir a été imposé pour l'hiver.
On nous a guidé ,premièrement par une méditation couchée, puis sur les tables, feuille fixée dessus, et pastel en main, avec un mot fort, un pastel dans chaque main.
Ce fut très intense et incroyablement révélateur.
Je vous offre mes dessins, cela ne posant aucun souci quant à moi.
Pour l'hiver, je n'ai rien pu projeter.
Il m'a ramené au plus aigu d'une expérience déterminante apparemment, l'origine, les premiers mois de la vie où tout était comme ma feuille, grande étendue de neige. Blancheur et froidure, paralysie, lente agonie par manque de soins, certainement perspective tragique de la mort finale.
Je songe à la chanson, "Je m'en irai vers le Paradis blanc...".
Il n'y a pas eu d'autre possibilité . Tout était figé. Aucun geste. Aucune projection. J'ai dû m'approcher au plus près de la vérité. Je n'ai pas triché. Il fallait le faire sortir.
Oui, mais l'hiver ne tue pas ce qui est en dessous de ce grand blanc. Et moi je fus bien sauvée in-extrémis, malgré le diagnostic fatal du médecin lorsque l'on est venu me chercher dans cet antre du diable où je fus placée momentanément, arrivée à la fin au dernier stade de la résistance.
J'ai été certainement sauvée par miracle. Le plus fort est : comment ai-je survécu à une grosse année chez une nourrice maltraitante ? Mystère. Ce qui me fait croire, d'autant que je suis bien désignée dans cette vie, où je n'étais absolument pas prévue, pour accomplir quelque mission...nous verrons.
En été, sont revenues les couleurs chaudes et lumineuses.
Un enfant de Lumière est apparu dans son lange protecteur. Béni et protégé par le grand ange.
Re-né à la vraie vie, il reprendra son chemin, vers l'adulte blessé qui l'attend, pour le guérir.
Second miracle. Car, juxtaposition des vies !!!!! Tout se répare à partir de là....
Cet enfançon, ,est comme celui de la crèche.
Chair oui, mais aussi esprit et en cela, vraiment né de la naissance spirituelle.
Il va pouvoir réaliser son destin-dessein.
Merveille.
Vive NOEL. Vive l'Emmanuel : Dieu avec nous.VRAIMENT.
GURU SIYAG SIDDHA YOGA MEDITATION MANTRA METHOD -ENGLISH
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Below are a few beginner methods for traveling. The following tips may help you make solid travel decisions at every stage of your own trip, like the planning process. You must plan and be sure you love yourself, so it will be good for learn and apply the tips below.
Always carry an updated color photo of your own child together with you. This will come in handy if they are ever lost. It could be terrifying to shed your son or daughter. It could eventually including the most diligent parents. Possessing a photo of your own child handy in the event they get lost within a crowd could find yourself building a massive difference.
Anytime you can, purchase tickets for admission to attractions online, then print them instantly or go for will-call. The fee will be worth time you save skipping the lines. In addition to that, you could possibly skip the lines for entry also.
Work off your flying anxiety using a jog prior to deciding to head to the airport. Long flights are taxing on the body and nerves. When you find yourself compelled to sit inside the same position for several hours on end, your back and legs can cramp up. Training prior to a long flight can relax your system and minimize uncomfortable feelings inside your body as a result of flight.
Keep close tabs on your belongings while traveling, especially significant things like money and identification. Carry your purse securely below your arm. Also, try not utilize a bag that is certainly readily accessible within a crowded area such as a subway. Keep these items under consideration when you're trying to find a useful travel bag.
Ensure that you tip the bell station and also the housekeeper appropriately. Tipping the bellhop around $1 per bag and also the housekeeping staff around $2 to $5 each day is undoubtedly not excessive. Tipping employees will make certain you receive good service while you are visiting.
The products are overpriced and also the space saved is not really worth the cost. Fold your clothes using a better technique when you find yourself packing them. Utilizing these may help you find a little extra space inside your luggage.
These suggestions needs to have helped you locate the information you need to plan your upcoming trip in a fashion that will assist you to hold the most fun you possibly can! We worked hard to find the best tips possible that will help you learn a few things you won't find somewhere else. www.savoyhotellondon.org/
Please remember: All rights are reserved to Cam M. (cm|PHOTO). Please ask before doing anything with my photos.
Using methods of public intervention and video installation, Daniel Canogar's Storming Times Square is born from a desire to have viewers project themselves, literally and metaphorically, onto their immediate environments.
The video display content will be the result of a public participation performance. In the first phase of the project, local Times Square community, distinguished New Yorkers and neighborhood pedestrians crawl over a green-screen surface while being captured by an over-head video camera, which will be turned into a dynamic video animation for September’s Midnight Moment.
Photo Credit: Clint Spaulding for @TSqArts
Description: Edward J. Waterhouse, a white man, conversing with an unidentified student, who has medium-dark skin, using the Tadoma Method (deafblind communication technique). The student's dark hair is in a high ponytail and they are wearing a pleated white shirt. Waterhouse is wearing a suit and glasses. In the background is a photograph of Helen Keller and Anne Sullivan who are using the Tadoma Method in the same fashion (facing each other in profile).
Date: circa 1966
Format: black and white photograph
Digital Identifier: AG50-02-0020
Rights: Samuel P. Hayes Research Library, Perkins School for the Blind, Watertown, MA
Rolling out. Since Air Methods has taken over Omniflight/Native Air, we have been seeing some different equipment around here.
Using methods of public intervention and video installation, Daniel Canogar's Storming Times Square is born from a desire to have viewers project themselves, literally and metaphorically, onto their immediate environments.
The video display content will be the result of a public participation performance. In the first phase of the project, local Times Square community, distinguished New Yorkers and neighborhood pedestrians crawl over a green-screen surface while being captured by an over-head video camera, which will be turned into a dynamic video animation for September’s Midnight Moment.
Photo Credit: Clint Spaulding for @TSqArts
Fracking is an oil industry method of extracting gas from shale formations using various toxic chemicals the nature of which are protected from disclosure because they are supposedly trade secrets.
. It releases potent greenhouse gas methane into the atmosphere and poisons our precious water upon which we all depend for life itself. It also destroys our land and leaves behind radioactive substances that occur naturally and are brought up out of the ground by the drilling process. All of this in the name of a few corporations and wealthy individuals whose greed is never satisfied.
We can learn from the Oneida and bless our water.
Oppose fracking - and the tar sands! And don't waste your time courting the politicians: they're bought and paid for by the industry. It's all grassroots....the people in the streets, the churches, the social organizations.....the real democracy.
There are a number of plastic strips held with magnet strips to act as clamps for holding slips of paper. The edge of the plastic is scored to make it curl up to facilitate slipping the paper under. Ideal for sorting jobs.
For a full description read my blog post on making a slip holder.
Air Methods workshop for the Lexington Fire Department.
Held at Raven Run Nature Sanctuary on November 25, 2015.
Using methods of public intervention and video installation, Daniel Canogar's Storming Times Square is born from a desire to have viewers project themselves, literally and metaphorically, onto their immediate environments.
The video display content will be the result of a public participation performance. In the first phase of the project, local Times Square community, distinguished New Yorkers and neighborhood pedestrians crawl over a green-screen surface while being captured by an over-head video camera, which will be turned into a dynamic video animation for September’s Midnight Moment.
Photo Credit: Clint Spaulding for @TSqArts
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the RLM’s selection of the Bf 109 as its next single-seat fighter (beating Heinkel’s He 112, based on a tactical requirement dating back to 1933), Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced. Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but new designs were important enough to fund projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined He 100 fighter, and the promising twin-engine Fw 187 Falke Zerstörer-style heavy fighter.
The He 100 was a radical, new approach with the aim of ultimate performance in a simple airframe. Walter Günter, one half of the famous Günter brothers, looked at the existing He 112, which had competed against the Bf 109 in 1936 and already been heavily revised into the He 112B version. Looking at the aircraft’s potential he decided it had reached the end of its evolution. So he started over with a completely new design, called "Projekt 1035".
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible, yet 700 km/h (440 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves. In comparison, the 112 had 2,885 parts and 26,864 rivets, while the P.1035 was made of 969 unique parts with 11.543 rivets. The new straight-edged wing was a source of much of the savings; after building the first wings, Otto Butter reported that the reduction in complexity and rivet count (along with the Butter brothers' own explosive rivet system) saved an astonishing 1.150 man hours per wing.
The super-pursuit type was not a secret, but Ernst Heinkel preferred to work in private and publicly display his products only after they were developed sufficiently to make a stunning first impression. As an example of this, the mock-up for the extremely modern-looking He 100 was the subject of company Memo No.3657 on 31 January that stated: "The mock-up is to be completed by us... as of the beginning of May... and be ready to present to the RLM... and prior to that no one at the RLM is to know of the existence of the mock-up."
In order to get the promised performance out of the aircraft, the design included a number of drag-reducing features. On the simple end were a well-faired cockpit and the absence of struts and other drag-inducing supports on the tail. The landing gear (including the tail wheel) was retractable and completely enclosed in flight.
The He 100 was based on the DB 601 power plant, the same engine as the Bf 109 (and also used in the Bf 110 heavy fighter). In order to achieve the designed performance increase, drag reduced as well as weight and frontal area: the engine was mounted directly to the forward fuselage, which was strengthened and literally tailored to the DB 601, as opposed to conventional mounting on engine bearers. The cowling was very tight-fitting, and as a result the aircraft had something of a slab-sided appearance.
Walter turned to the somewhat risky and still experimental method of cooling the engine via evaporative cooling. Such systems had been in vogue in several countries at the time. Heinkel and the Günter brothers were avid proponents of the technology, and had previously used it on the He 119, with promising results. Evaporative or "steam" cooling promised a completely drag-free cooling system. The DB 601 was a pressure-cooled engine in that the water/glycol coolant was kept in liquid form by pressure, even though its temperature was allowed to exceed the normal boiling point. Heinkel's system took advantage of that fact and the cooling energy loss associated with the phase change of the coolant as it boils.
Beyond the technical risk of the cooling system, the engine itself became a problem: the production priority for Messerschmitt aircraft caused a serious shortage of advanced aero engines in Germany during the late 1930s, as there was insufficient capacity to support another aircraft using the same engines. The only available alternate engine was the Junkers Jumo 211, and Heinkel was encouraged to consider its use in the He 100. However, the early Jumo 211 then available did not use a pressurized cooling system, and it was therefore not suitable for the He 100's innovative evaporative cooling system. Furthermore, a Jumo 211-powered He 100 would not have been able to outperform the contemporary DB 601-powered Bf 109 because the supercharger on the early Jumo 211 was not fully shrouded.
In order to provide as much power as possible from the DB 601, the 100 used exhaust ejectors for a small amount of additional thrust. The supercharger inlet was moved from the normal position on the side of the cowling to a location in the leading edge of the left wing. Although cleaner-looking, the long, curved induction pipe most probably negated any benefit.
One aspect of the original Projekt 1035 was the intent to capture the absolute speed record for Heinkel and Germany. Both Messerschmitt and Heinkel vied for this record before the war. Messerschmitt ultimately won that battle with the first prototype of the Me 209, but the He 100 briefly held the record when Heinkel test pilot Hans Dieterle flew the eighth prototype to 746.606 km/h (463.919 mph) on 30 March 1939.
The third and eighth prototypes were specially modified for speed, with unique outer wing panels of reduced span. The third prototype crashed during testing. The record flight was made using a special version of the DB 601 engine that offered 2,010 kW (2,700 hp) and had a service life of just 30 minutes.
Despite all these successes, the He 100 did not catch up immediately: it took until 1941 that series production was started - or better: allowed. The reason for this delay is subject to debate. Officially, the Luftwaffe rejected the He 100 for years to concentrate single-seat fighter development on the Messerschmitt Bf 109, despite its shortcomings. Following the adoption of the Bf 109 and Bf 110 as the Luftwaffe's standard fighter types, the RLM also announced a "rationalization" policy that placed fighter development at Messerschmitt and bomber development at Heinkel.
Based on the "D" model, which was a refined version of the prototypes and pre-production aircraft, the "G" model became the final evolution of the He 100 and was in late 1943 finally put into service as a pure interceptor, when massive Allied bomber raids started to threaten Germany.
The He 100 G had the D's enlarged horizontal stabilizer, but the big change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone. Instead a larger and simpler version of the D’s retractable radiator was installed, and this appeared to completely cure the vaporization system problems with only a little sacrifice in top speed and rate of climb. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly.
Armament was also improved: the engine-mounted 20mm MG FF Motorkanone (firing through the propeller hub) was replaced by the new, very powerful and compact MK 108 30mm cannon. The original pair of 7.92mm MG 17 machine guns in the wing roots (synchronized to fire through the propeller disc) was replaced by a pair of more powerful 13mm MG 131 machine guns, necessitating characteristic bulges on the wings’ upper surface – the MG 131s were placed behind the landing gear wells, their barrels running through them.
This initial G-1 type was soon followed by the G-2 variant, which featured a new canopy with a lowered spine, offering a much better all-round view. The first He 100 G-2s were delivered in early 1944, and many of these aircraft had additional weapons installed, e. g. a pair of 20mm MG 151/20 machine cannons in the outer wings – the “leftover” internal space from the defunct vaporization cooler system was effectively recycled . From late 1944 on, these machines were also outfitted with the more powerful DB 601E engine, even though there was no dedicated designation of this version.
While the aircraft didn't match its original design goal of 700 km/h (430 mph) once it was loaded down with weapons, and despite the larger canopy and the external radiator, it was still capable of sustained speeds in the 644 km/h (400 mph) range. Additionally, the low drag airframe proved to be good for both speed and range: as a result the He 100 had a combat range between 900 and 1.000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and might have offset the need for the Bf 110 to some degree.
The He 100 only filled a niche role, though, and the Bf 109 and Fw 190 became the backbone of the Jagdwaffe (Fighter Force). The He 100 did not prove flexible enough to be used in different roles, as its external ordnance load was very limited. In spite of its successes in the interceptor role and the fact that it was well liked by its pilots, the He 100 never was able to rival both Bf 109 and also the later Fw 190. Production numbers remained low, only a total of about 300 aircraft were built (50 G-1 and 250 G-2, 150 of them powered by the DB 601E) until early 1945, when production ceased and was switched to other types, including jet and rocket fighters.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in)
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601E supercharged V12 piston engine, rated at up to 1,350 PS (993 kW) at sea-level with 2,700 RPM and up to 1,450 PS (1,066 kW) at 2.1 km altitude with 2,700 rpm
Performance:
Maximum speed: 685km/h (425 mph; 378 kn)
Cruising speed: 552 km/h (343 mph; 298 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft), 7.9 minutes to 6,000 meters (20,000 ft)
Armament:
1x 30mm MK 108 cannon, firing through the propeller hub
2x 13mm MG 131 machine guns or 20mm MG 151/20 machine cannons in the wing roots
2x hardpoints under the wings, each able to carry up to 250kg (550lb), including bombs, drop tanks or unguided missiles; optional placement of additional guns (e .g. 2x MG 131 or 2x MG 151/20) in this position instead of external stores
The kit and its assembly:
This one is a kind of tribute work, dedicated to fellow user Franclab at flickr.com from Canada who came up with a profile of/for this model as a reaction to my He 100 Reno Racer conversion (The orange "Jägermeister"):
[http://www.flickr.com/photos/franclab/9485705184/]
It's a fantasy aircraft, as the He 100 did not enter service and production was stopped after about 20 aircraft. But I liked Franclab's realistic and colorful profile, and only at second glance it reveals a twist: a sliding canopy from a Fw 190 instead of the Bf 109-like original. A nice challenge for a whif kit conversion!
Said and done, I tried to create a 1:72 scale model from/for that profile. The basic kit is the Special Hobby He 100, mostly built OOB. It is a very good model, with fine recessed panel lines and some PE parts, and the recent re-issue with Russian and Japanese markings let the prices drop.
What outwardly looks simple - the implantation of a Fw 190 canopy - became more tricky than expected. The He 100 is small! It’s much smaller and slender than the Fw 190, which itself is not a big bird. I had a complete spare glazing sprue from an Italeri Fw 190 D-9 in store which I tried to install, and after some trials the front window ended up steeper than on a Fw 190.
The sliding canopy is actually shorter and higher than on Franclab's sketch (doing mash-ups in Photoshop is probably much easier than in real life!), so I had to improvise and re-sculpt the rear fuselage step by step. As a consequence, the new glazing looks rather "bubbletop"-like and tall, reminiscent of a P-51D? It took some serious surgery (including some implanted styrene wedges under clear parts) and putty work to integrate the Fw 190 parts. While I was successfully able to blend these into the He 100 fuselage, the result still looks a bit odd?
Other, less obvious kit mods are a metal axis for the propeller and an added pair of guns in the outer wings, taking up Franclab's idea of heavier armament (which the original He 100 did not feature). The cannon nozzles are hollow steel needles of different diameter, those in the wing root even run through the landing gear wells. A pilot figure was added, too (from a HUMA kit).
Painting and markings:
Well, the profile was the benchmark, and I tried to stay true to it. It looks like a typical Fw 190 paint scheme from 1943 on. The grey/green upper color would be RLM 75/83, coupled with RLM65 on the lower side. The latter is a bit unlikely, as RLM 76 became the standard at that time. Still, it looks good, esp. with the rather light upper tones, so that's what I went for.
I used Model Master Authentic tones for the RLM 75/83/65 combo, and later some lighter Humbrol shades for a subtle counter-shading of panels and upper surfaces (e. g. with 140, 120 and 65). The yellow ID markings (typical for the Eastern Front) were painted with Revell 310, Lufthansa Gelb. It’s a RAL tone (RAL 1028), but matches RLM 04 very well.
The cockpit interior was painted in Schwarzgrau (RLM 66) and dry-brushed with lighter shades, the landing gear wells are in RLM 02 – everything very conventional, Fw 190s from late 1944 were the benchmark.
The black-white-black stripe on the real fuselage was created with decal strips, instead of trying to paint this delicate detail by hand. In contrast to that, the propeller spinner with the B/W spiral was done with a brush and “free hand”. The same goes for the unique mottling on the flanks and fin – this was also done with a brush, and partly with thinned paint in order to create a “washed” effect and blurred contours. The result looks O.K..
A dubious element in the profile is the "ace of spades" emblem under the canopy. The tactical stripe codes on the rear fuselage were introduced in 1943, and the BWB-marking correctly belongs to JG 4, which was preliminarily formed as I./JG 4 on August 7, 1942 in Mizil, Romania, from the Ölschutzstaffel/JG 77. It became a full home defense Geschwader much later, on June 15, 1944 in Ansbach - but the spade symbol actually belongs to JG 53. There have been cases that pilots decorated their aircraft with symbols from former units, though, so this small detail is not impossible – but unlikely and a bit controversial. In order to fit into the time frame, this He 100 would be one of the final I./JG 4 aircraft used to defend the Romanian refineries and oil fields - a suitable task for the aircraft.
Additionally, the red number and the absence of any other code symbol identifies the machine as part of the 2nd Gruppe of I./JG 4, everything is very plausible! Anyway, in September 1944 the Jagdgeschwader 4 was finally commanded back to German home territory, after heavy losses against B-24 interceptions, and re-grouped in the Reichsverteidigung.
In order to avoid logical conflicts I decided to replace the squadron emblem with a more generic “Ace of Spades” game card icon. I found it on a Fantasy Forge decal sheet for 28mm miniatures in the scrap box.
AFAIK, some JG 4 aircraft displayed the Geschwaderzeichen on the engine cowling, a blue escutcheon with a grey or silver knight’s helmet with a red (red-white) plume. This insignia was first used by II. Gruppe, but later also appeared on other JG 4 Gruppen aircraft.
National markings and the red "10" come from TL Modellbau sheets - a lucky and handy purchase, as I had these in store for the recent Wellesley conversion: I wanted to use the red letters for the tactical code, but had to drop this idea because the German letters have a black rim. Now they come in just with perfect timing, and the letters/digits are even in the right typo for Franclab's profile!
The warning stencils were taken from the original Special Hobby sheet.
After that, I did some additional detail painting with thinned Humbrol 224 (Dark Slate Gray) and light exhaust and soot stains were added with dry-brushed black. Finally, the kit received a thin coat with Revells’ Acrylic Matt Varnish.
All in all, a nice and quick project, even though I invested more work (and putty!) than expected or what is finally visible. It’s (relatively) colorful, and the light livery beyond the typical RLM 70/71/65 paint scheme of the early He 100 Ds suits the elegant aircraft very well. The Heinkel He 100 has some serious whif potential!
Merci bien à Franclab pour l’inspiration!
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