Day 165-Found out today is the 30th Anniversary of this classic movie from my childhood/tweens. It was one of the first full length skateboarding movies Id ever seen (there was a brief skating bit in the Disney movie Exile). I remember talking about this movie to my cousin and how cool it was gonna be and I thought it was amazing. I had a bootleg (still do) that recorded off of cable at the time and I almost wore out that tape i watched it so much. I mean, we went to record store after record store to find the nonexistent soundtrack, it dominated my life so much. Years later, I still look on with fondness for it, even when it was on primetime with a different name one time (A Brother's Justice). I catch it now and again randomly and here I have it downloaded from youtube as the dvd is freaking expensive and region 2 only that I could find...Years later, I met Richard Herd, the bad guy of the movie and he was the nicest man, which to my tweenage mind was blown...if you get what I mean. Such a storied history with this movie and I cant believe its 30 years old. I still remember the theme song...GLEEEEEEAMING THE CUUUUBE! RIDINGHARDER AND FASTER THAN ANYONE BEFORE!!!!

I was tagged a looooooong time ago so

1. I'm reevaluating myself as a photographer a.k.a taking my camera everywhere

2. I don't know who this is

3. My friends think I'm weird for creeping on people(For example ^^^^)

4. SOPA can just go dig a hole

5. I miss you guys and I'm sorry for being such a nonexistent contact lately

6. Gungor is awesome

7. ummmm AP BIO can go dig a hole/ 8X8 punnet squares must die!!!!!

8. Sleepy sleepy sleepy

9. I got braces

10. nenene I'm about to tell a secret to someone. I feel like I'll regret it.

*****11 MORE DAYS UNTIL RESULTS FOR SCHOLASTICS RAL******

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

I was kind of glad to see this. All these politically hipper-than-thous trashing the smokers. They'd get on their high horse about all the vile things the tobacco industry has done and all the dreadful candidates the tobacco industry had put in office, and they'd get all blah-de-blah-blah on all that. I'd want to say, "Shut up. Did you know that RJR Reynolds owns half the breweries in the United States, accounting for all that cheap swill we drink? Oh, and the people involved in the supply chain for pot? Charming, wonderful socialists with all of our best interests at heart."

Lori didn't give a crap. Lori was stuck in State College PA all summer with frat boys and a nonexistent nightlife. Let her smoke.

Black swan theory

From Wikipedia, the free encyclopedia

For Taleb's book on the subject, see The Black Swan (Taleb book).

A black swan, a member of the species Cygnus atratus, which remained undocumented until the eighteenth century

The Black Swan Theory or "Theory of Black Swan Events" was developed by Nassim Nicholas Taleb to explain: 1) the disproportionate role of high-impact, hard to predict, and rare events that are beyond the realm of normal expectations in history, science, finance and technology, 2) the non-computability of the probability of the consequential rare events using scientific methods (owing to their very nature of small probabilities) and 3) the psychological biases that make people individually and collectively blind to uncertainty and unaware of the massive role of the rare event in historical affairs. Unlike the earlier philosophical "black swan problem", the "Black Swan Theory" (capitalized) refers only to unexpected events of large magnitude and consequence and their dominant role in history. Such events, considered extreme outliers, collectively play vastly larger roles than regular occurrences.

Contents [show]

[edit]Background

Black Swan Events were characterized by Nassim Nicholas Taleb in his 2007 book (revised and completed in 2010), The Black Swan. Taleb regards almost all major scientific discoveries, historical events, and artistic accomplishments as "black swans" — undirected and unpredicted. He gives the rise of the Internet, the personal computer, World War I, and the September 11 attacks as examples of Black Swan Events.

The term black swan was a Latin expression — its oldest known reference comes from the poet Juvenal's characterization of something being "rara avis in terris nigroque simillima cygno" (6.165).[1] In English, this Latin phrase means "a rare bird in the lands, and very like a black swan." When the phrase was coined, the black swan was presumed not to exist. The importance of the simile lies in its analogy to the fragility of any system of thought. A set of conclusions is potentially undone once any of its fundamental postulates is disproven. In this case, the observation of a single black swan would be the undoing of the phrase's underlying logic, as well as any reasoning that followed from that underlying logic.

Juvenal's phrase was a common expression in 16th century London as a statement of impossibility. The London expression derives from the Old World presumption that all swans must be white because all historical records of swans reported that they had white feathers.[2] In that context, a black swan was impossible or at least nonexistent. After a Dutch expedition led by explorer Willem de Vlamingh on the Swan River in 1697, discovered black swans in Western Australia[3], the term metamorphosed to connote that a perceived impossibility might later be disproven. Taleb notes that in the 19th century John Stuart Mill used the black swan logical fallacy as a new term to identify falsification.

Specifically, Taleb asserts[4] in the New York Times:

What we call here a Black Swan (and capitalize it) is an event with the following three attributes.

First, it is an outlier, as it lies outside the realm of regular expectations, because nothing in the past can convincingly point to its possibility. Second, it carries an extreme impact. Third, in spite of its outlier status, human nature makes us concoct explanations for its occurrence after the fact, making it explainable and predictable.

I stop and summarize the triplet: rarity, extreme impact, and retrospective (though not prospective) predictability. A small number of Black Swans explains almost everything in our world, from the success of ideas and religions, to the dynamics of historical events, to elements of our own personal lives.

[edit]Coping with black swan events

The main idea in Taleb's book is not to attempt to predict Black Swan Events, but to build robustness against negative ones that occur and being able to exploit positive ones. Taleb contends that banks and trading firms are very vulnerable to hazardous Black Swan Events and are exposed to losses beyond that predicted by their defective models.

Taleb states that a Black Swan Event depends on the observer—using a simple example, what may be a Black Swan surprise for a turkey is not a Black Swan surprise for its butcher—hence the objective should be to "avoid being the turkey" by identifying areas of vulnerability in order to "turn the Black Swans white".

[edit]Identifying a black swan event

Based on the author's criteria:

The event is a surprise (to the observer).

The event has a major impact.

After the fact, the event is rationalized by hindsight, as if it had been expected.

[edit]Epistemological approach

Taleb's black swan is different from the earlier philosophical versions of the problem, specifically in epistemology, as it concerns a phenomenon with specific empirical and statistical properties which he calls, "the fourth quadrant".[5] Taleb's problem is about epistemic limitations in some parts of the areas covered in decision making. These limitations are twofold: philosophical (mathematical) and empirical (human known epistemic biases). The philosophical problem is about the decrease in knowledge when it comes to rare events as these are not visible in past samples and therefore require a strong a priori, or what one can call an extrapolating theory; accordingly events depend more and more on theories when their probability is small. In the fourth quadrant, knowledge is both uncertain and consequences are large, requiring more robustness.

Before Taleb,[6] those who dealt with the notion of the improbable, such as Hume, Mill, and Popper focused on the problem of induction in logic, specifically, that of drawing general conclusions from specific observations. Taleb's Black Swan Event has a central and unique attribute, high impact. His claim is that almost all consequential events in history come from the unexpected—yet humans later convince themselves that these events are explainable in hindsight (bias).

One problem, labeled the ludic fallacy by Taleb, is the belief that the unstructured randomness found in life resembles the structured randomness found in games. This stems from the assumption that the unexpected may be predicted by extrapolating from variations in statistics based on past observations, especially when these statistics are presumed to represent samples from a bell-shaped curve. These concerns often are highly relevant in financial markets, where major players use value at risk models, which imply normal distributions, although market returns typically have fat tail distributions.

More generally, decision theory, based on a fixed universe or a model of possible outcomes, ignores and minimizes the effect of events that are "outside model". For instance, a simple model of daily stock market returns may include extreme moves such as Black Monday (1987), but might not model the breakdown of markets following the September 11 attacks of 2001. A fixed model considers the "known unknowns", but ignores the "unknown unknowns".

Taleb notes that other distributions are not usable with precision, but often are more descriptive, such as the fractal, power law, or scalable distributions and that awareness of these might help to temper expectations.[7]

Beyond this, he emphasizes that many events simply are without precedent, undercutting the basis of this type of reasoning altogether.

Taleb also argues for the use of counterfactual reasoning when considering risk.[8][9]

[edit]Taleb's ten principles for a black swan robust world

Taleb enumerates ten principles for building systems that are robust to Black Swan Events:[10]

What is fragile should break early while it is still small. Nothing should ever become Too Big to Fail.

No socialisation of losses and privatisation of gains.

People who were driving a school bus blindfolded (and crashed it) should never be given a new bus.

Do not let someone making an "incentive" bonus manage a nuclear plant – or your financial risks.

Counter-balance complexity with simplicity.

Do not give children sticks of dynamite, even if they come with a warning.

Only Ponzi schemes should depend on confidence. Governments should never need to "restore confidence".

Do not give an addict more drugs if he has withdrawal pains.

Citizens should not depend on financial assets or fallible "expert" advice for their retirement.

Make an omelette with the broken eggs.

In addition to these ten principles, Taleb also recommends employing both physical and functional redundancy in the design of systems. These two steps can be found in the principles of resilience architecting. (Reference: Jackson, S. Architecting Resilient Systems: John Wiley & Sons. Hoboken, NJ: 2010.)

[edit]See also

Almost-complete Record of the Night...

Words cannot describe how good it felt to be shooting another show at Black Sheep after so long. It doesn't have the greatest lighting and the photo pit is nonexistent, but I just feel so at home there because that community of people is just incredible. They all support each other so much and it's amazing to be a part of that and to get to photograph it every so often. And then getting to be the guest photographer for Harm House's "Record of the Night" was absolutely awesome. Honestly, when I look back, I can't even begin to describe how thankful I am to the Black Sheep venue and community for everything they've done for me. This was my training ground when I was really getting started, and these are the people who took me in and accepted me without question and without reservation. That, and they put on some kick-ass shows =)

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

024

Fortune Global Forum 2018

October 16th, 2018

Toronto, Canada

3:30 PM

THE NEW GLOBAL CONSUMER: DOING BUSINESS IN A DIGITAL ECONOMY

The digital economy is no longer part of the economy. It is the economy. How can traditional brick-and-mortar firms reinvent themselves, their supply chains, and their marketplaces to avoid the fate of brands once thought of as everlasting but which are now nonexistent? And how are new platforms – from e-commerce to shared services – rewriting the rules of the game? A conversation on how businesses can manage expectations for digitally empowered customers, and how technology is being used to enhance the customer experience.

Alain Bejjani, Chief Executive Officer, Majid al Futtaim

Andrea Stairs, General Manager, Canada and Latin America, eBay

Ning Tang, Founder and CEO, CreditEase

Moderator: Phil Wahba, Senior Writer, Fortune

Photograph by Stuart Isett/Fortune

"Publishers Anonymous." Christmas Diversions. The New Statesman & Nation 48, no. 1242 (25 December 1954): 858-59. Parody advertisements by the editors for nonexistent books (PDF).

Here's the Maugham caricature by Victor Weisz, at the British Cartoon Archive.

Fort Greene Park, Fort Greene Historic District , Brooklyn

The Prison Ship Martyrs Monument that stands today in the center of Fort Greene Park is a 1908 memorial to the 11,000 men and boys who died in horrid conditions on the British Prison Ships during the Revolutionary War. The Monument, which is sometimes referred to as the Soldiers and Sailors Monument, stands in the center of what was once called Fort Putnam, an actual Revolutionary War fort, named after Gernal Putnam. The Monument you see today is actually the third incarnation of this sacred shrine. The story of the horrid Prison Ships – and the ghastly conditions suffered by the men and boys imprisoned on them during the Revolutionary War – is one of the most disturbing chapters in American history.

During the American Revolutionary War, which began in 1775, the British arrested scores of soldiers, sailors, and private citizens on both land and sea. Many were apprehended simply because they would not swear allegiance to the Crown of England. Besides American civilians and resistance fighters, the British captured the crews of foreign ships on the high seas, especially Spanish vessels. The soldiers, sailors and civilians they arrested were deemed by the British to be prisoners of war and were incarcerated. When the British ran out of jail space to house their POWs they began using decommissioned or damaged war ships that were anchored in Wallabout Bay as floating prisons.

Life was unbearable on the prison ships, the most notorious of them being the Old Jersey – which was called "Hell" by the inhabitants. Disease was rampant, food and water were scarce or nonexistent, and the living conditions were horrendously overcrowded and wretched. If one had money they could purchase food from the many entrepreneurs who rowed up to the boat to sell their wares. Otherwise, the meager rations would consist of sawdust laden bread or watery soup.

A great number of the captives died from disease and malnutrition. Their emaciated bodies were either thrown overboard or buried in shallow graves in the sandy marshes of Wallabout Bay. Even thought the British surrendered at Yorktown. Virginia in 1782, the surviving prisoners were not freed until 1783, when the British abandoned New York City. (A footnote: after the war, the British Commander in charge of the Prison Ships was brought up on war crimes charges and was subsequently hanged.)

The "Old Jersey"

In the years following the war the bones of the patriots would regularly wash up along the shores of Brooklyn and Long Island. These remains were collected by Brooklynites with the hopes of creating a permanent resting place for the remains of the brave Prison Ship Martyrs. In the early 1880's the first Martyrs Monument monument was erected by the Tammany Society of New York. It was located on a triangular plot of land near the Brooklyn Navy Yard waterfront in what is now called Vinegar Hill.

By the 1840s, the original monument was in a state of disrepair and neglect. By 1873 a large stone crypt was constructed in the heart of what is now Fort Greene Park (then called Washington Park), and the bones were re-interred in the crypt. A small monument was erected on the hill above the crypt.

By the close of the 19th century, funds were finally raised for a grander more fitting monument for the Prison Ship Martyrs. The prestigious architectural firm of McKim. Meade and White was commissioned to design the large 148 ft. tower which stands today in the park. It was unveiled in 1908 with a grand ribbon-cutting ceremony presided over by President-Elect Taft.

Sadly, over the ensuing decades the monument was severely neglected. Due to shortage of public funds, urban blight and lack of community interest both the park and the memorial fell into disrepair. The monument originally housed a staircase and elevator to the top observation deck, which featured a lighted urn with a beacon of light which could be seen for miles. The elevator was operational until the 1930s but was unfortunately removed by the city in the early 1970s.

Since it founding in 1998, the Fort Greene Park Conservancy has been a catalyst for the restoration and revival of both the monument and the park. In November 2008 a grand weekend event is planned to celebrate the 100th anniversary of the dedication of the 1908 Prison Ships Martyrs Memorial.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

I came across this daft thing while going out to get a view of Dunnydeer. It was snarling and growling at me but its turning circle was nonexistent so it had to look over its shoulder as I went past.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

Nice tuna but once again, wasabi flavour was pretty much nonexistent.

Hamilton Street Grill

1009 Hamilton Street

Vancouver

There are several species of Flamingo in the Americas. This large specie (to 1.3 m) is found in most of South America except for the extreme northern regions. While the action of these resting birds was nonexistent, the colors presented are always pleasing. The intensity of the color is dependent on their diet. Young birds are born a light grey.

IMG_7325; Chilean Flamingos

Kirwin inspects the level of his almost nonexistent beer.

There's a fine for pushing this nonexistent button.

artefacts from the Spanish presence in the Philippines (the Spanish East Indies) and engagement in trade with China.

Spanish interest in the (Spanish East Indies) region was primarily focused on its use as a base for trade with East Asia, and large parts of the territory were under loose or nonexistent Spanish control.

Museo Naval, Madrid

29 November 2012

camera Panasonic DMC ZS8

P1140799

Here's another paring chisel, this time from the small and nowadays nonexistent Finnish maker Billnäs Bruk. It was a very nice find, not because the steel is so special but because Billnäs chisels are very seldom seen. This one is a good performer and works well enough but the steel is clearly not on par with the Berg chisels.

Vintage West Bend metal salt and pepper shakers. Pre-owned, well used and vintage 1950's. The graphics are faded on the pepper and almost nonexistent on the salt. There are lots of scratches and scuffs. The top is missing paint. The bottom reads West Bend Made in the USA. They measure approximately 4 inches high and 2.5 inches in diameter.

1993 Suède Sweden Svezia

Terrain marécageux : alors on chemine pendant des kilomètres sur ces planches !

Going through swamps for miles on end on these plank "roads" !

Per attraversare i terreni paludosi, ci sono chilometri di "strade di legno" !

Escapade en train à Blåhammaren, dans le nord de la Suède, près de la frontier norvégienne.

Il est conseillé de savoir lire une carte et utiliser la boussole, car les sentiers ne sont pas bien marqués et on ne rencontre quasi personne ... le temps peut aussi changer brusquement : en qq minutes on passé de l'été à l'hiver avec de la neige (meme en plein mois de juillet).

Week-end close to the Norwegian border, in the north of Sweden, at Blåhammaren.

It is recommended to be able to read a map and use a compass because the paths are almost nonexistent ... the weather can also change within minutes going from Summer into Winter (with snow mid of July).

Camminata vicina al confine con la Norvegia, a Blåhammaren (2 giorni).

Saper leggere una mappa e utilizzare una bussola è d'obbligo perché i sentieri non si vedono bene. E non c'è molta gente da incontrare ! Subito il meteo può anche cambiare da estate a inverno con neve a metà luglio !

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

Eastlake stenciled woodwork in the Reading and Writing Room of the former Tampa Bay Hotel, Tampa, Florida.

Bigger, grainier, more Eastlakier

My embroidery skills are nonexistent. Next time, buttons or safety eyes or something.

The Cotton Pygmy Goose or the Cotton Teal, Nettapus coromandelianus is a small perching duck which breeds in Pakistan, India, Bangladesh, southeast Asia and south to northern Australia.

Small examples are the smallest waterfowl on earth, at as little as 160 g (5.5 oz) and 26 cm (10.5 in). White predominates in this bird's plumage. Bill short, deep at base, and goose-like.

Male in breeding plumage is glossy blackish green crown, with white head, neck, and underparts; a prominent black collar and white wing-bar. Rounded head and short legs. In flight, the wings are green with a white band, making the male conspicuous even amongst the huge flying flocks of the Lesser Whistling Duck, which share the habitat. Female paler, without either black collar and only a narrow or nonexistent strip of white wing-bar. In non-breeding plumage (eclipse) male resembles female except for his white wing-bar. Flocks on water bodies (jheels), etc.

Call: A peculiar clucking, uttered in flight

It is largely resident, apart from dispersion in the wet season, but Chinese birds winter further south. It nests in tree holes, laying 8-15 eggs.

This is an abundant species in Asia, although the slightly larger Australian race appears to be declining in numbers.

Found on all still freshwater lakes (jheels), rain-filled ditches, inundated paddy fields, irrigation tanks, etc. Becomes very tame on village tanks wherever it is unmolested and has become inured to human proximity. Swift on the wing, and can dive creditably on occasion.

Its food is chiefly seeds and vegetable matter, especially water lilies; also insects, crustaceans, etc.

The nesting season is July to September (SW. monsoon). Its nest is a natural hollow in a tree-trunk standing in or near water, sometimes lined with grass, rubbish and feathers. It lays 6 to 12 eggs, which are ivory white.

Aquatic Bird House

Bronx Zoo New York

This may be kind of interesting, but it's not actually the effect I was looking for. That effect, however, is doing a fine job of eluding this photographer! What I've been seeking is this: big snowflakes, in profusion, gently floating down, illuminated by the new lighting on the 'hospital trail' (with a section of the trail itself clearly visible). The PROBLEM is, that kind of snowflake has been virtually nonexistent around here this winter. We've had one minor snowfall after another, but der flakes have consistently been small, fast-falling (or whirling about all over the place), and relatively sparse. What's that old song . . . you can't always get what you want . . . ?

Bottom Line: It ain't my fault if the weather refuses to cooperate!

024

Fortune Global Forum 2018

October 16th, 2018

Toronto, Canada

3:30 PM

THE NEW GLOBAL CONSUMER: DOING BUSINESS IN A DIGITAL ECONOMY

The digital economy is no longer part of the economy. It is the economy. How can traditional brick-and-mortar firms reinvent themselves, their supply chains, and their marketplaces to avoid the fate of brands once thought of as everlasting but which are now nonexistent? And how are new platforms – from e-commerce to shared services – rewriting the rules of the game? A conversation on how businesses can manage expectations for digitally empowered customers, and how technology is being used to enhance the customer experience.

Alain Bejjani, Chief Executive Officer, Majid al Futtaim

Andrea Stairs, General Manager, Canada and Latin America, eBay

Ning Tang, Founder and CEO, CreditEase

Moderator: Phil Wahba, Senior Writer, Fortune

Photograph by Stuart Isett/Fortune

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

Riggs Hill, Grand Junction, CO 4/30/08

I think of the brownish-purple crescent or chevron shapes toward the base of the petals as diagnostic of Calochortus nuttallii. Many of the plants around Grand Junction that I'm tempted to call nuttallii have crescents or chevrons that are fainter than ones I've seen elsewhere. Often much fainter, or nonexistent.

These three young girls were eating by themselves in a bar. In Poland it's very common for young people to take of themselves and no problem for them to be in a bar. They split the pizza and a soda and seemed very casual. Kids in Eastern Europe are very polite and crime is almost nonexistent so there are no worries with kids out on their own. No problem even hitchhiking at night.

N88TH

From EAA Website:

Tom Hamilton, EAA 111356, designed the Glasair to be an efficient airplane; it was fast yet fuel-efficient and had a practical building time. The prototype, called the Ham2, was an all-composite, female molded, side-by-side two place aircraft. It was conventional in design as far as aerodynamics go with a good-looking appearance.

Originally, Tom had designed his airplane with tandem seating, but he ran into a few problems. The biggest problem was center of gravity travel, especially when soloed from the front seat. Flying from the rear seat proved to be awkward, cramped, and blind, especially forward through the other person’s head. Baggage space was almost nonexistent and passenger’s weight became an issue.

Tom decided to switch to side-by-side seating, which eliminated many of these problems. He saved weight by not having to duplicate instruments and controls, gaining plenty of room for IFR avionics without going to very costly miniature instruments. The Ham2 could handle a pilot up to 6 feet 2 inches in height, while all the succeeding Glasairs had an additional three inches in the canopy. Side-by-side seating can make an airplane less aerodynamically efficient, but it didn’t affect the Ham2 at all in the speed department.

The Ham2 was the prototype for the Glasair, which became an airplane that many consider ideal for cruising around in with a friend. The Glasair is able to carry two full-sized people in comfort, operate out of short fields, and throw in a roll or a loop every once in a while.

Utility and efficiency were at the heart of the Glasair design, and Ham2 was what started it all. Tom wrote a feature story about the airplane in the August 1980 issue of Sport Aviation, and then donated the Glasair prototype Ham2 to the EAA Aviation Museum in 1986.

Length: 19 feet

Wingspan: 23 feet, 3 inches

Empty Weight: 835 pounds

Gross Weight: 1,400 pounds

Maximum Speed: 230 mph

Cruise Speed: 206 mph

Seats: 2

Powerplant: Lycoming O-235

Horsepower: 150 hp

implied nonexistent narrative

Canon EOS Elan IIe

135mm f/2L

Expired 35 film ISO 400

I had the greatest time with Abby and Ericka today, creating art by trespassing into an abandoned horse farm. It actually started when I found 15 year old expired ISO 400 film around the house, and decided to experiment with it. We live in a digital age that has grown so much so fast. It astounds me that the same film cameras my dad used for my childhood birthday parties are now collecting dusk. I’m lucky to say that I might be the last generation that lived in time when digital photography was nonexistent, and now it is everywhere. Look around your house, you’d be surprised at the photography gear you would find.

024

Fortune Global Forum 2018

October 16th, 2018

Toronto, Canada

3:30 PM

THE NEW GLOBAL CONSUMER: DOING BUSINESS IN A DIGITAL ECONOMY

The digital economy is no longer part of the economy. It is the economy. How can traditional brick-and-mortar firms reinvent themselves, their supply chains, and their marketplaces to avoid the fate of brands once thought of as everlasting but which are now nonexistent? And how are new platforms – from e-commerce to shared services – rewriting the rules of the game? A conversation on how businesses can manage expectations for digitally empowered customers, and how technology is being used to enhance the customer experience.

Alain Bejjani, Chief Executive Officer, Majid al Futtaim

Andrea Stairs, General Manager, Canada and Latin America, eBay

Ning Tang, Founder and CEO, CreditEase

Moderator: Phil Wahba, Senior Writer, Fortune

Photograph by Stuart Isett/Fortune

www.info.gov.hk/gia/general/202209/08/P2022090800841.htm

Hong Kong once again ranked as the world's freest economy

The Fraser Institute continued to rank Hong Kong as the world's freest economy in the Economic Freedom of the World 2022 Annual Report. Hong Kong has gained the top rank since the inception of the report. Among the five areas of assessment, Hong Kong continued to rank top in "Freedom to Trade Internationally" and "Regulation". Hong Kong Special Administrative Region (HKSAR) Government today welcomed (September 8) the recognition.

"We have been striving to improve the business environment and enhance market efficiency and support, thereby allowing the economy to display flexibility and resilience and leverage the advantages of the free market. Our commitment to maintaining an efficient, free, open and fair business environment is once again affirmed," a Government spokesman said.

In relation to Fraser Institute's unfair comments regarding Hong Kong’s rule of law, the implementation of the National Security Law and the so-called interference by the Mainland, the spokesman said, "Since the return to the motherland, the HKSAR has been implementing the 'one country, two systems' principle in strict accordance with the Basic Law, and various rights and freedoms are fully protected. The success of 'one country, two systems' has won recognition throughout the world. In his important speech on July 1, President Xi Jinping stressed that 'one country, two systems' must be adhered to in the long run, and Hong Kong's distinctive status and advantages must be maintained. This serves the fundamental interests of the country, meets the interests of the residents of Hong Kong, and is conducive to maintaining Hong Kong’s prosperity and stability."

"The fundamental purpose of 'one country, two systems' is to safeguard national sovereignty, security, and development interests and to maintain long-term prosperity and stability in Hong Kong and Macao. The black-clad violence that emerged in the second half of 2019 flagrantly challenged the 'one country, two systems' principle, and seriously damaged Hong Kong's economy and harmed our business and investment environment. Those living in Hong Kong and running their businesses in Hong Kong all had first-hand experience and strong feelings. With the implementation of the National Security Law, stability and security have been swiftly and effectively restored in the society of Hong Kong, and the prestigious business environment has returned. The Hong Kong community and residents generally felt relieved and were pleased with the restoration of peace. The National Security Law safeguards national security and prevents, suppresses and imposes punishment for offences endangering national security, thereby maintaining prosperity and stability of the HKSAR and protecting the lawful rights and interests of HKSAR residents. Law enforcement actions must be taken to prevent and suppress acts and activities that endanger national security. We should emphasise that any law enforcement actions taken by Hong Kong law enforcement agencies are based on evidence, strictly according to the law, for the acts of the persons or entities concerned, and that Article 4 of the National Security Law already clearly stipulates that human rights shall be respected and protected in safeguarding national security in the HKSAR."

As a matter of fact, after more than two years of implementation of the National Security Law, data and facts have indicated that investors' confidence has been reinforced following the stabilisation of the society. For example, the value of Hong Kong’s asset and wealth management business reached HK$35.5 trillion at the end of 2021, with an increase of more than 20 per cent when compared to that at the end of 2019. The amount of deposits in the banking system stood at more than HK$15 trillion in July 2022, 8.5 per cent higher than that prior to the implementation of the National Security Law in June 2020. In the latest Global Financial Centres Index published in March this year, the status of Hong Kong as a leading global financial centre has been reaffirmed, ranking first in Asia and third in the world.

"We reiterate that the rule of law is a fundamental core value of the HKSAR and the bedrock for its success, which is widely accepted and respected by the community. Under 'one country, two systems', HKSAR has maintained and kept developing its original legal system including the common law. In his address on July 1, President Xi recognised the unique strength of Hong Kong's common law system, and indicated that the autonomy bestowed by the law is fully respected and resolutely safeguarded by the Central Government. The HKSAR Government remains fully committed to upholding Hong Kong’s fine tradition of the rule of law and judicial independence."

The spokesman supplemented, "Hong Kong's distinctive status and edges are clear: including the rule of law and judicial independence, free flow of capital, a free trade and investment regime, a simple and low tax system, a favourable business environment and an efficient and clean government. The HKSAR Government will continue to consolidate these strengths and provide a conducive environment for businesses to thrive and to strengthen their competiveness, thereby enabling our economy to prosper."

"Looking forward, Hong Kong, under 'one country, two systems', will leverage on the motherland's strong support and connection with the world market, and continue to play our unique roles as a gateway, a springboard and an intermediary. We will create strong impetus for growth, and actively integrate into the overall development of our country, dovetail with national strategies such as the National 14th Five-Year Plan, the Greater Bay Area development and high-quality Belt and Road co-operation, and seize the opportunities ahead."

"We have every confidence in Hong Kong's long-term economic development."

www.independent.co.uk/asia/east-asia/hong-kong-free-econo...

Hong Kong ranked the world’s freest economy by Canadian think tank for the 26th time in a row

Think-tank says it was difficult to assess how much impact China’s ‘economic and political crackdown’ or coronavirus had on the rankings

fee.org/articles/the-man-behind-the-hong-kong-miracle/

Three cheers for Hong Kong, that tiny chunk of Southeast Asian rock. For the twentieth consecutive year, the Index of Economic Freedom—compiled by The Wall Street Journal and the Heritage Foundation—ranks Hong Kong (HK) as the freest economy in the world.

Though part of mainland China since the British ceded it in 1997, HK is governed locally on a daily basis. So far, the Chinese have remained reasonably faithful to their promise to leave the HK economy alone. What makes it so free is music to the ears of everyone who loves liberty: Relatively little corruption. An efficient and independent judiciary. Respect for the rule of law and property rights. An uncomplicated tax system with low rates on both individuals and business and an overall tax burden that’s a mere 14 percent of GDP (half the U.S. rate). No taxes on capital gains or interest income or even on earnings from outside of HK. No sales tax or VAT either. A very light regulatory touch. No government budget deficit and almost nonexistent public debt. Oh, and don’t forget its average tariff rate of near zero. That’s right—zero!

This latest ranking in the WSJ/Heritage report confirms what Canada’s Fraser Institute found in its latest Economic Freedom of the World Index, which also ranked HK as the world’s freest. The World Bank rates the “ease of doing business” in HK as just about the best on the planet.

To say that an economy is “the freest” is to say that it’s “the most capitalist.” Capitalism is what happens when you leave peaceful people alone. It doesn’t require some elaborate and artificial, Rube Goldberg contrivance cooked up by tenured central planners in their insular ivory towers. But if we are to believe the critics of capitalism, HK must also be a veritable Hell’s Kitchen of greed, poverty, exploitation and despair.

Not so. Not even close.

Maybe this is why socialists don’t like to talk about Hong Kong: It’s not only the freest economy, it’s also one of the richest. Its per capita income, at 264 percent of the world’s average, has more than doubled in the past 15 years. People don’t flee from HK; they flock to it. At the close of World War II, the population numbered 750,000. Today it’s nearly ten times that, at 7.1 million.

Given the current state of Baltimore, I thought that this Bansky art piece would be appropriate. If all was equal, if poverty was nonexistent, if violence did not persist; I am sure that people would rather throw flowers than rocks.

Mendon Ponds Park is owned and very poorly maintained by the County of Monroe, NY.

Unfortunately, this extraordinary property is rapidly deteriorating due to an egregious lack of care. Trails are not cleared of debris... signs are useless. Park maintenance is essentially nonexistent. They do have a marketing department. Seriously, the taxpayers are paying the salaries of a county parks marketing department.

Email Mendon Ponds Park complaints to: countyexecutive@monroecounty.gov

A headlining performance by Looming at Black Sheep Cafe in Springfield, IL on January 17, 2014. Openers included Meredosia, Bad Catman, Bookmobile, and The Flips.

Words cannot describe how good it felt to be shooting another show at Black Sheep after so long. It doesn't have the greatest lighting and the photo pit is nonexistent, but I just feel so at home there because that community of people is just incredible. They all support each other so much and it's amazing to be a part of that and to get to photograph it every so often. And then getting to be the guest photographer for Harm House's "Record of the Night" was absolutely awesome. Honestly, when I look back, I can't even begin to describe how thankful I am to the Black Sheep venue and community for everything they've done for me. This was my training ground when I was really getting started, and these are the people who took me in and accepted me without question and without reservation. That, and they put on some kick-ass shows =)

A headlining performance by Looming at Black Sheep Cafe in Springfield, IL on January 17, 2014. Openers included Meredosia, Bad Catman, Bookmobile, and The Flips.

Words cannot describe how good it felt to be shooting another show at Black Sheep after so long. It doesn't have the greatest lighting and the photo pit is nonexistent, but I just feel so at home there because that community of people is just incredible. They all support each other so much and it's amazing to be a part of that and to get to photograph it every so often. And then getting to be the guest photographer for Harm House's "Record of the Night" was absolutely awesome. Honestly, when I look back, I can't even begin to describe how thankful I am to the Black Sheep venue and community for everything they've done for me. This was my training ground when I was really getting started, and these are the people who took me in and accepted me without question and without reservation. That, and they put on some kick-ass shows =)

Roads in Ghana are often in bad shape- this is especially the case for the Northern Regions where road infrastructures are often inadequate or nonexistent, hindering the effective distribution of produce. Poor road networks limit the access of rural farmers to marketing centres.

Matthew attempts, again, to get a can to crush itself . . . with the same nonexistent results.

Vitis (grapevine) is a genus of 81 accepted species of vining plants in the flowering plant family Vitaceae. The genus consists of species predominantly from the Northern Hemisphere. It is economically important as the source of grapes, both for direct consumption of the fruit and for fermentation to produce wine. The study and cultivation of grapevines is called viticulture.

Most cultivated Vitis varieties are wind-pollinated with hermaphroditic flowers containing both male and female reproductive structures, while wild species are dioecious. These flowers are grouped in bunches called inflorescences. In many species, such as Vitis vinifera, each successfully pollinated flower becomes a grape berry with the inflorescence turning into a cluster of grapes. While the flowers of the grapevines are usually very small, the berries are often large and brightly colored with sweet flavors that attract birds and other animals to disperse the seeds contained within the berries.

Grapevines usually only produce fruit on shoots that came from buds that were developed during the previous growing season. In viticulture, this is one of the principles behind pruning the previous year's growth (or "One year old wood") that includes shoots that have turned hard and woody during the winter (after harvest in commercial viticulture). These vines will be pruned either into a cane which will support 8 to 15 buds or to a smaller spur which holds 2 to 3 buds.

Description

Flower buds are formed late in the growing season and overwinter for blooming in spring of the next year. They produce leaf-opposed cymes. Vitis is distinguished from other genera of Vitaceae by having petals which remain joined at the tip and detach from the base to fall together as a calyptra or 'cap'. The flowers are mostly bisexual, pentamerous, with a hypogynous disk. The calyx is greatly reduced or nonexistent in most species and the petals are joined together at the tip into one unit but separated at the base. The fruit is a berry, ovoid in shape and juicy, with a two-celled ovary each containing two ovules, thus normally producing four seeds per flower (or fewer by way of aborted embryos).

Other parts of the vine include the tendrils which are leaf-opposed, branched in Vitis vinifera, and are used to support the climbing plant by twining onto surrounding structures such as branches or the trellising of a vine-training system.

In the wild, all species of Vitis are normally dioecious, but under domestication, variants with perfect flowers appear to have been selected.

The genus Vitis is divided into two subgenera, Euvitis Planch. have 38 chromosomes (n=19) with berries borne on clusters and Muscadinia Planch. 40 (n=20) with small clusters.

Wild grapes can resemble the single-seeded Menispermum canadense (moonseed), which is toxic.

Species

Most Vitis species are found mostly in the temperate regions of the Northern Hemisphere in North America and eastern Asia, exceptions being a few in the tropics and the wine grape Vitis vinifera which originated in southern Europe and southwestern Asia. Grape species occur in widely different geographical areas and show a great diversity of form.

Their growth makes leaf collection challenging and polymorphic leaves make identification of species difficult. Mature grapevines can grow up to 48 centimetres (19 inches) in diameter at breast height and reach the upper canopy of trees more than 35 metres (115 feet) in height.

Many species are sufficiently closely related to allow easy interbreeding and the resultant interspecific hybrids are invariably fertile and vigorous. Thus the concept of a species is less well defined and more likely represents the identification of different ecotypes of Vitis that have evolved in distinct geographical and environmental circumstances.

The exact number of species is not certain. Plants of the World Online states 81 species are accepted, but lists 84. More than 65 species in Asia are poorly defined. Approximately 25 species are known in North America and just one, V. vinifera has Eurasian origins; some of the more notable include:

Vitis aestivalis, the summer grape, native to the Eastern United States, especially the Southeastern United States

Vitis amurensis, native to the Asian continent, including parts of Siberia and China

Vitis arizonica, The Arizona grape is native to Arizona, Utah, Nevada, California, New Mexico, Texas, and Northern Mexico.

Vitis berlandieri, native to the southern North America, primarily Texas, New Mexico and Arkansas. Primarily known for good tolerance against soils with a high content of lime, which can cause chlorosis in many vines of American origin

Vitis californica, the California wild grape, or Northern California grape, or Pacific grape, is a wild grape species widespread across much of California as well as southwestern Oregon

Vitis coignetiae, the crimson glory vine, a species from East Asia grown as an ornamental plant for its crimson autumn foliage

Vitis labrusca L., the fox grapevine, sometimes used for winemaking and for jam. Native to the Eastern United States and Canada. The Concord grape was derived by a cross with this species

Vitis riparia, the riverbank grapevine, sometimes used for winemaking and for jam. Native to the entire Eastern United States and north to Quebec

Vitis rotundifolia (syn. Muscadinia rotundifolia), the muscadine, used for jams and wine. Native to the Southeastern United States from Delaware to the Gulf of Mexico

Vitis rupestris, the rock grapevine, used for breeding of Phylloxera resistant rootstock. Native to the Southern United States

Vitis vinifera, the European grapevine. Native to the Mediterranean and Central Asia.

Vitis vulpina, the frost grape, native to the Eastern United States, from Massachusetts to Florida, and west to Nebraska, Kansas, and Texas Treated by some as a synonym of V. riparia.

Plants of the World Online also includes:

Vitis acerifolia Raf.

Vitis amoena Z.H. Chen, Feng Chen & WW.Y. Xie

Vitis baihuashanensis M.S.Kang & D.Z.Lu

Vitis balansana Planch.

Vitis bashanica P.C.He

Vitis bellula (Rehder) W.T.Wang

Vitis betulifolia Diels & Gilg

Vitis biformis Rose

Vitis blancoi Munson

Vitis bloodworthiana Comeaux

Vitis bourgaeana Planch.

Vitis bryoniifolia Bunge

Vitis × champinii Planch.

Vitis chunganensis Hu

Vitis chungii F.P.Metcalf

Vitis cinerea (Engelm.) Millardet

Vitis davidi (Rom.Caill.) Foëx

Vitis × doaniana Munson ex Viala

Vitis erythrophylla W.T.Wang

Vitis fengqinensis C.L.Li

Vitis ficifolia Bunge

Vitis flavicosta Mickel & Beitel

Vitis flexuosa Thunb.

Vitis girdiana Munson

Vitis hancockii Hance

Vitis heyneana Schult.

Vitis hissarica Vassilcz.

Vitis hui W.C.Cheng

Vitis jaegeriana Comeaux

Vitis jinggangensis W.T.Wang

Vitis jinzhainensis X.S.Shen

Vitis kaihuaica Z.H.Chen, Feng Chen & W.Y Xie

Vitis kiusiana Momiy.

Vitis lanceolatifoliosa C.L.Li

Vitis longquanensis P.L.Chiu

Vitis luochengensis W.T.Wang

Vitis menghaiensis C.L.Li

Vitis mengziensis C.L.Li

Vitis metziana Miq.

Vitis monticola Buckley

Vitis mustangensis Buckley

Vitis nesbittiana Comeaux

Vitis × novae-angliae Fernald

Vitis novogranatensis Moldenke

Vitis nuristanica Vassilcz.

Vitis palmata Vahl

Vitis pedicellata M.A.Lawson

Vitis peninsularis M.E.Jones

Vitis piasezkii Maxim.

Vitis pilosonervia F.P.Metcalf

Vitis popenoei J.L.Fennell

Vitis pseudoreticulata W.T.Wang

Vitis quinlingensis P.C.He

Vitis retordii Rom.Caill. ex Planch.

Vitis romanetii Rom.Caill.

Vitis ruyuanensis C.L.Li

Vitis saccharifera Makino

Vitis shenxiensis C.L.Li

Vitis shizishanensis Z.Y.Ma, J.Wen, Q.Fu & X.Q.Liu

Vitis shuttleworthii House

Vitis silvestrii Pamp.

Vitis sinocinerea W.T.Wang

Vitis sinoternata W.T.Wang

Vitis tiliifolia Humb. & Bonpl. ex Schult.

Vitis tsoi Merr.

Vitis wenchowensis C.Ling

Vitis wenxianensis W.T.Wang

Vitis wilsoniae H.J.Veitch

Vitis wuhanensis C.L.Li

Vitis xunyangensis P.C.He

Vitis yunnanensis C.L.Li

Vitis zhejiang-adstricta P.L.Chiu

There are many cultivars of grapevines; most are cultivars of V. vinifera. One of them includes, Vitis 'Ornamental Grape'.

Hybrid grapes also exist, and these are primarily crosses between V. vinifera and one or more of V. labrusca, V. riparia or V. aestivalis. Hybrids tend to be less susceptible to frost and disease (notably phylloxera), but wine from some hybrids may have a little of the characteristic "foxy" taste of V. labrusca.

The Latin word Vitis is feminine,[19] and therefore adjectival species names take feminine forms, such as V. vinifera.

Ecology

Phylloxera is an American root aphid that devastated V. vinifera vineyards in Europe when accidentally introduced in the late 19th century. Attempts were made to breed in resistance from American species, but many winemakers and customers did not like the unusual flavour profile of the hybrid vines. However, V. vinifera grafts readily onto rootstocks of the American species and their hybrids with V. vinifera, and most commercial production of grapes now relies on such grafts.

Commercial distribution

According to the UN's Food and Agriculture Organization (FAO), 75,866 square kilometres of the world is dedicated to grapes. Approximately 71% of world grape production is used for wine, 27% as fresh fruit, and 2% as dried fruit. A portion of grape production goes to producing grape juice to be used as a sweetener for fruits canned "with no added sugar" and "100% natural". The area dedicated to vineyards is increasing by about 2% per year.

Domestic cultivation

Grapevines are widely cultivated by gardeners, and numerous suppliers cater specifically for this trade. The plants are valued for their decorative foliage, often colouring brightly in autumn; their ability to clothe walls, pergolas and arches, thus providing shade; and their fruits, which may be eaten as dessert or provide the basis for homemade wines. Popular varieties include:-

Buckland Sweetwater' (white dessert)

'Chardonnay' (white wine)

'Foster's Seedling' (white dessert)

'Grenache' (red wine)

'Muscat of Alexandria' (white dessert)

'Müller-Thurgau' (white wine)

'Phoenix' (white wine)

'Pinot noir' (red wine)

'Regent' (red wine)

'Schiava Grossa' (red dessert)

'Seyval blanc' (white wine)

'Tempranillo' (red wine)

The following varieties have gained the Royal Horticultural Society's Award of Garden Merit:-

'Boskoop Glory' (dessert/wine)

'Brant' (black dessert)

'Claret Cloak' or 'Frovit' (ornamental)

'New York Muscat' (black dessert)

'Purpurea' (ornamental)

Uses

The fruit of several Vitis species are grown commercially for consumption as fresh grapes and for fermentation into wine. Vitis vinifera is the most important such species.

The leaves of several species of grapevine are edible and are used in the production of dolmades and Vietnamese lot leaves.

Culture

The grapevine (typically Vitis vinifera) has been used as a symbol since ancient times. In Greek mythology, Dionysus (called Bacchus by the Romans) was god of the vintage and, therefore, a grapevine with bunches of the fruit are among his attributes. His attendants at the Bacchanalian festivals hence had the vine as an attribute, together with the thyrsus, the latter often entwined with vine branches. For the same reason, the Greek wine cup (cantharos) is commonly decorated with the vine and grapes, wine being drunk as a libation to the god.

The grapevine has a profound symbolic meaning in Jewish tradition and culture since antiquity. It is referenced 55 times in the Hebrew Bible (Old Testament), along with grapes and wine, which are also frequently mentioned (55 and 19, respectively). It is regarded as one of the Seven Species, and is employed several times in the Bible as a symbol of the Israelites as the chosen people. The grapevine has a prominent place in Jewish rituals: the wine was given a special blessing, "creator of the fruit of the vine", and the Kiddush blessing is recited over wine or grape juice on Shabbat and Jewish holidays. It is also employed in various parables and sayings in rabbinic literature. According to Josephus and the Mishnah, a golden vine was hung over the inner chamber of the Second Temple. The grapevine is featured on Hasmonean and Bar Kokhba revolt coinage, and as a decoration in mosaic floors of ancient synagogues.

In Christian iconography, the vine also frequently appears. It is mentioned several times in the New Testament. We have the parable of the kingdom of heaven likened to the father starting to engage laborers for his vineyard. The vine is used as symbol of Jesus Christ based on his own statement, "I am the true vine (John 15:1)." In that sense, a vine is placed as sole symbol on the tomb of Constantia, the sister of Constantine the Great, and elsewhere. In Byzantine art, the vine and grapes figure in early mosaics, and on the throne of Maximianus of Ravenna it is used as a decoration.

The vine and wheat ear have been frequently used as symbol of the blood and flesh of Christ, hence figuring as symbols (bread and wine) of the Eucharist and are found depicted on ostensories. Often the symbolic vine laden with grapes is found in ecclesiastical decorations with animals biting at the grapes. At times, the vine is used as symbol of temporal blessing.

In Mandaeism, uthras (angels or celestial beings) are often described as personified grapevines (gupna).

My beautiful roommate, who lets me practice my nonexistent photography skills on her.

In celebration of Uncle Herbert Day, May 10. Originally posted to a now-nonexistent group dedicated to "Uncle Herbert". People were encouraged to take the original image (from a painting) and do creative things with it, with quite remarkable results.

Long live Uncle Herbert!