Me, helpfully pointing out a nonexistent "object," visible only on a small screen mounted on my own nose. Something auto-satirical about this.

Varanus albigularis

The White-throated Monitor has a large and muscular body, an elongated head with a dome-shaped snout, short sturdy limbs, and a strong, thick tail. The length of the tail slightly exceeds the sum of the animals head and body lengths. Furthermore, the tail functions as a prehensile organ, a rudder, and as a weapon. The front legs are surmounted with long, sharp claws that enable this lizard to dig and climb. White-throated Monitors are adept climbers. As common to all Varanidae, they have long, forked tongues. The tongue is not only used for drinking but also in a sensory capacity. It is a common myth told to tourists that the White-throated Monitor lizards suck milk from cattle udders. The adult White-throated Monitor can attain lengths up to 120 to 150 cm (4 6 ft.) from the tip of its snout to the end of its tail. The average weight of the adult male is 8 kg (17.5 lbs). The adult female has an average mass of 6.5kg (14 lbs.) In captivity, both sexes tend to become obese, weighing up to 20 kg (44 lbs). An ivory-colored throat is the distinguishing characteristic of this monitor. Its body is covered with 110 to 140 small, beadlike scales that form reticulated and banded patterns of gray, brown, and black, intermingled with conspicuous yellow and/or white patterning.

DISTRIBUTION and HABITAT:

The White-throated Monitor is found throughout Central and Southern Africa. The White-throated Monitor is both terrestrial and arboreal. It inhabits the savanna, steppe, open bush, and woodland regions. However, it is not generally found near water sources. This monitor has a large home range relative to its body size. The home ranges of males average 18.3 square kilometers (approx. 7 sq. miles), whereas the home ranges of females average 6.1 square kilometers (approx. 2.5 sq. miles). Researchers have shown that the home ranges of both sexes do indeed overlap.

BEHAVIOR:

The White-throated Monitors are essentially solitary individuals. They generally ignore each other until the mating season. These monitors are diurnal. Reproductive males and females will fully utilize their home range foraging during the wet season. Only the males roam their home ranges during mating season, whereas the females remain in one particular location of their home range. Throughout the remainder of the year when prey populations are low to nonexistent, both sexes limit their daily movements and remain basically sedentary so as to conserve energy. It should be noted that the White-throated Monitor will not attack humans unless provoked. When threatened, the White-throated Monitor will assume an intimidating posture by arching its neck, puffing out its throat, and hissing loudly. It will then lash out with its tail and bite violently at anything within its reach. This monitor is a formidable opponent. As a last effort, it will allow itself to be attacked. When its foe leaves it for dead, this monitor is able to survive because it is able to rapidly recuperate. White-throated Monitors have been noted to fight to the death. The main competitor of the White-throated Monitor is the black-backed jackal, as both have similar diets. Predators of this monitor are ratels, birds of prey, and most large carnivores.

DIET:

The White-throated Monitor is a voracious feeder between the months of January to February, also known as the wet season. It will travel long distances in search of prey. During the dry season from July to December, it fasts losing approximately 4% of its body weight per month. Research has shown that this monitor has an adaptive relationship between its feeding habits and digestive responses similar to sit-and-wait foraging snakes. This adaptation serves to conserve energy during the long interval between meals. Its diet in the wild ranges from invertebrates, small reptiles, birds and eggs to occasionally small mammals and carrion. Land snails are the favorite prey. Studies have shown that it uses visual and chemical cues in distinguishing its prey. This monitor is a selective feeder. It seeks to obtain the highest caloric intake at the least energy expense of handling time despite the availability of other prey choices. The White-throated Monitor does not chew its food, but instead swallows small prey or large pieces of prey whole by increasing the size of its mouth. This is accomplished by spreading the hyoid apparatus and dropping the lower jaw.

REPRODUCTION and GROWTH:

White-throated Monitors are oviparous. In the wild, females will produce one clutch of up to 50 eggs. However in captivity, females will lay multiple clutches per year. During the cool, dry season from May to August, the male will go on a tour of his home range six weeks prior to mating. He will visit the locations of reproductive females. The male exhibits the same behavior patterns as when foraging. During this period, the females remain relatively stationary, preferring to remain upon elevated sites, such as trees and rocks. During this period of touring, it appears that feeding or mating does not occur. The male seems to remember the locations of the fertile females and will return to mate with them at their optimum time. During the courtship, the male will wipe his mouth on elevated objects immediately adjacent to the female and display vent dragging. He will make exaggerated, spasmodic movements as he approaches the female. The response of the female is to flatten her body and press her head down to the ground. Before actual contact, the males will flick his tongue around the females mouth, hind legs, and the base of her tail. The female remains passive during courtship and mating; therefore, there is no aggression between the sexes. White-throated Monitors prefer to copulate in trees. Intruding males will be chased away by the resident male. Researchers did not observe any ritualistic combat between males. Both sexes will mate with multiple partners. The female lays her eggs in a nest in an abandoned ground squirrel burrow. The eggs are covered and left to hatch. Egg laying usually occurs two months prior to a significant rainfall. The eggs are turgid and possess a high water content. The hatchlings emerge throughout the rainy season and feed primarily upon invertebrates. During the next three months, they will triple their mass and double in body length. In the wild, less than half of the hatchlings will survive. White-throated Monitors are reproductive at 3 - 5 years of age. Their life expectancy is about 15 years.

Reptile House

Bronx Zoo NY

This rare shower appears to be an adaptation of an 1849 patent by Ephraim Larrabee of Baltimore. It was discovered on a battlefield following the Fredericksburg Campaign. Likely used by high ranking officers from the Federal Army this shower demonstrates there were ranks in hygiene. It was compatible with hot or cold water, adjustable in heigh, and still retains some of its original canvas. In a time when indoor plumbing was nonexistent in most American homes showers were a luxury in both military and domestic environments.

The Luray Valley Museum, located in the the Stonyman Museum Building at the Shenandoah Heritage Village, features an impressive collection of Shenandoah Valley artifacts in chronological order from the early 1700s through the 1920s. The museum is housed in a building constructed with the original logs from the dilapidated Varner Barn, a nearby circa 1800 bank barn.

Shenandoah Heritage Village, located on the Luray Caverns complex, is a seven-acre re-creation of a small 19th century farming community made up of restored historic buildings, cottage style gardens, and a small vineyard with a scenic mountain backdrop.

Full Tour:

www.youtube.com/watch?v=vrH4AOjN23Y&t=28s

PDF Instructions: www.luxurybrickstore.com/

This is the ultimate home on wheels for your minifigure family. Not only are there two levels on this motorhome, but four separate slide outs that allow for maximum floor space possible. There’s even room for atvs, motorcycles, bicycles, and the family car in the enclosed stacker trailer to bring along as well. The original inspiration for this build was a prototype design I randomly came across on the internet. Double decker motorhomes with slide outs are pretty much nonexistent, but I figured why not put one together with Lego.

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

House of the Golden Well, sometimes called At the Red Chair, the house no. 175 in the Old Town of Prague on the corner of Seminary (no. 2) and Charles (no. 3), near Clementinum.

On the site today of Baroque building with Classicist elements became Romanesque building, whose walls are preserved vaulted cellar at the Seminary Street following the house čp.177 / I. The first written record of this house but it is up to the year 1354 when it cutler Vaclav Muldorfer bought from Nicholas Znojmo. The house was at the time and edited Gothic square around it was called cutlery commons (Latin Plateau cultellatorum). Also in the 15th century there were several cutlers and two Mecir. The house had already been a corner and stood against the church garden. Clement, which was about to southwest facade still nonexistent Klementinum. Its central location expressing house sign midst of the wheel.

In the early 17th century, the house was probably likely to radically rebuilt in the late Renaissance style (as evidenced by a few preserved Gothic elements). In the early 18th century, the house was connected (still recognizably) with the neighboring small Gothic house (in the 17th century, rebuilt in Baroque style) in the Seminary Street and after 1769, was rebuilt on the 3rd floor. In the 80s of the 20th century, the house was significantly modified from the original structure remained only part of the perimeter walls and interiors to the level of the first floor. In basements, ground floor and first floor are barrel vaults.

The facade is decorated with stucco reliefs Johann Ulrich Mayer from 1713. They are located in three levels. Amid under the associated window on the second floor, is in gilded medallion Palladium of Czech, ie. semifigures Stará Boleslav Virgin Mary with Jesus on the octagonal star-founded Circle. Above the star pair of angels bears the crown, under the star is on the sides of a pair of crowned Czech lion. Left stands St. Wenceslas, right there nesvatořečený John of Nepomuk. Around the windows on the first floor is dvojicemorových patrons (left St. Sebastian, right St. Roch) and the third floor of the Jesuit patrons (left about St. Ignatius and right St. Francis Xavier and Francis Borgia). Above the window on the third floor is a relief lying plague patron Saint Rosalia.

Today the building houses a hotel Aurus (www.aurushotel.cz).

cs.wikipedia.org/wiki/D%C5%AFm_U_Zlat%C3%A9_studn%C4%9B_(Karlova)

This is a nonexistent Weeble that I designed

House of the Golden Well, sometimes called At the Red Chair, the house no. 175 in the Old Town of Prague on the corner of Seminary (no. 2) and Charles (no. 3), near Clementinum.

On the site today of Baroque building with Classicist elements became Romanesque building, whose walls are preserved vaulted cellar at the Seminary Street following the house čp.177 / I. The first written record of this house but it is up to the year 1354 when it cutler Vaclav Muldorfer bought from Nicholas Znojmo. The house was at the time and edited Gothic square around it was called cutlery commons (Latin Plateau cultellatorum). Also in the 15th century there were several cutlers and two Mecir. The house had already been a corner and stood against the church garden. Clement, which was about to southwest facade still nonexistent Klementinum. Its central location expressing house sign midst of the wheel.

In the early 17th century, the house was probably likely to radically rebuilt in the late Renaissance style (as evidenced by a few preserved Gothic elements). In the early 18th century, the house was connected (still recognizably) with the neighboring small Gothic house (in the 17th century, rebuilt in Baroque style) in the Seminary Street and after 1769, was rebuilt on the 3rd floor. In the 80s of the 20th century, the house was significantly modified from the original structure remained only part of the perimeter walls and interiors to the level of the first floor. In basements, ground floor and first floor are barrel vaults.

The facade is decorated with stucco reliefs Johann Ulrich Mayer from 1713. They are located in three levels. Amid under the associated window on the second floor, is in gilded medallion Palladium of Czech, ie. semifigures Stará Boleslav Virgin Mary with Jesus on the octagonal star-founded Circle. Above the star pair of angels bears the crown, under the star is on the sides of a pair of crowned Czech lion. Left stands St. Wenceslas, right there nesvatořečený John of Nepomuk. Around the windows on the first floor is dvojicemorových patrons (left St. Sebastian, right St. Roch) and the third floor of the Jesuit patrons (left about St. Ignatius and right St. Francis Xavier and Francis Borgia). Above the window on the third floor is a relief lying plague patron Saint Rosalia.

Today the building houses a hotel Aurus (www.aurushotel.cz).

cs.wikipedia.org/wiki/D%C5%AFm_U_Zlat%C3%A9_studn%C4%9B_(Karlova)

Named for the (likely nonexistent) Monoclonius, this dinosaur-type Digimon also happens to be monochrome!

Asia. Cambodia. Kep.

Fishernam and boat.

In Cambodia new information and communication technologies (ITCs) are almost nonexistent outside the major cities. The country's national ICT policy framework is in its formative stage, receptive to policy research and strategy development for digital inclusion of poor rural areas. This project will support collaboration between key players in government, nongovernmental organizations (NGOs), academia and business in the design of a new approach to implementing and mainstreaming universal access to ICTs. Two e-community pilot projects will be tested in the Kep fishing community and the Kamchay Mear farming community, respectively. The pilot projects will feature innovative wireless technologies, participatory ICT service development, alternative energy use and local institutional development.

Project:

Community Driven Universal Access Solutions in Cambodia : Pilots to Policy Research

Project Number 103013Start Date 2006/05/01

The age old 'Walkabout' mode, of hitting the bricks until their aren't any more-- via the North American method that says; 'Go West' until drawn into the Nevada Great Basin for a years rebooting and stocking of my brainpan/nuclear core/soul and whole body into a highly reflective feed back loop on the Unified Theory writ large and small 24/7/200 something days plus a lifetime hacking away at the rocks before me, to make sense of the beaches, and the seas; while (not exactly) idling on the American Outback- btw, the overland migration super-highway from Eurasia to the Americas over the repeated Ages which I know comprehend at every level of organization; historical, evolutionary, climate, anthropological,, geological-- to the present day political; and lay of the resource land; via the magic of Particle Physics and e=mc2 and the application of the core of evolutionary theory shaved to the critical mass of the top of the bell curve of every known interaction of Economics, Man, and Nature, for maxim effect and efficiency of the market of the nature of the beast/hairball shaved clean of noise from the signal w/ Occams razor technology, to wit: "Entities are not to be multiplied without necessity', or 'It is vain to do with more what can be done with fewer'. That is to say, if everything in some science can be interpreted without assuming a complicated hypothesis, there is no ground for assuming the complicated version."

Mine was a classic case and half of ;

LIVING IN THE BIG EMPTY SEG 1 : www.youtube.com/watch?v=Pk2gh_pWfWU

-- w/o drinking or blinking -- living to see the program and the hills in the long form, than most (full version) ; watch.knpb.org/video/1436643442/

Abstract as Post Script to this work in progress so as to be semi coherent pardon the 'form factor' while the prose is random dynamically re-stacked as rhetorical revisions to this photo essay that attempts to form then finesse the logical thread through the Eye of the Needle of Reality in so many ways shapes and factors so as to craft a lucid, cogent, and coherent logical and scientifically consistent airtight case that makes air for the consideration of en.wikipedia.org/wiki/Dark_matter as 100% presently accounted for in the form of Bacteria. Primarily the family of Bacteria know as en.wikipedia.org/wiki/Cyanobacteria which powers the combustion chain by means of its role the natural manufacture and fixation of Nitorgen in the form of N2O that can be seen powering this photo as the Dark Matter and Energy of contained in the atomic stack of examples of reality in search of a theory that drives the expansion of the Universe and a burger chain, whereby it is possible 'Billions' are successfully 'Served' so much Bacterial Dark Matter that proves fuel as Energy as expressed as so many 'Big Macs' and or 'Happy Meals' or plates of pasta + the decision process over which to choose as dinner which results in a chain reaction of Hiesenburgian proportions rippling though the micro economics of the BTU (British and or Bacterial Thermal Units) of calories and bacteria as slow and fast food to power a world served by the billion by the 'Golden Arches' and iron skillet as examples of how my reasoning flows from the following data set and where it points after being clued into the role of bacteria and its large role in the combustion chain of N20 mfg. (c/o reading reporting in the Science News over the years and drawing conclusions from that, confirmed by) what wikipedia has condensed as the entire 'nutshell' of the case (which makes possible nutshells): "Nitrous oxide is emitted by bacteria in soils and oceans, and thus has been a part of Earth's atmosphere for millennia. ... Nitrous oxide reacts with ozone in the stratosphere. Nitrous oxide is the main naturally occurring regulator of stratospheric ozone. Nitrous oxide is a major greenhouse gas. Considered over a 100-year period, it has 298 times more impact per unit weight than carbon dioxide. Thus, despite its low concentration, nitrous oxide is the fourth largest contributor to these greenhouse gases. It ranks behind water vapor, carbon dioxide, and methane. Control of nitrous oxide is part of efforts to curb greenhouse gas emissions. " - en.wikipedia.org/wiki/Nitrous_oxide . In addition there is the world of undersea Bacteria which seems to be massive as source of gasses, energy and life as explored in; moreintelligentlife.com/content/ideas/some-it-very-hot?pa...

Thus, in the quest to complete the Dark Energy and Matter puzzle the need to grab the 'keys to the car' of conceptually understooding of the 'bits of information' scooped up on the million miles of the road 'less traveled' at high and low speed on the highway of life in a peddle to the metal race to complete the General Unified Theory I am thinking presently of the 'the need for speed' in completing a thought started terms of Talladaga Nights Logic and following the theoretical chain of combustion command and control like a hawk from the suns moving the matter of their food like the balls in the early en.wikipedia.org/wiki/Pachinko machines so noting their spin and path right through the conceptual food chain with zen like concentration to plumb the answer to the riddle so as to stoke and keep the self sustaining bacterial fire in my belly burning with the bizzaro thought;

"If you ain't first, you're last!"

en.wikipedia.org/wiki/Talladega_Nights:_The_Ballad_of_Ric...

Note; phys.org/news/2012-12-dark.html "The excitement now is that we are closing in on an answer, and only once in the history of humans will someone discover it. There will be some student or postdoc or experimentalist someplace who is going to look in the next 10 years at their data, and of the seven or so billion people in the world that person will discover what galaxies are mostly made of. It's only going to happen once."

One more time with meaning; It is hypothesised here that the en.wikipedia.org/wiki/File:Phylogenetic_tree.svg whose branches are gaseous and or part of the combustion/food chain as discovered/understood ('t

“Imagine walking out in the countryside and not being able to tell a snake from a cow from a mouse from a blade of grass,” he said. “That’s been the level of our ignorance.” on the subject as understood best ' by the late great Carl Woese ( www.nytimes.com/2013/01/01/science/carl-woese-dies-discov... ) who was able to "prove that all life on earth was related.” It is suggested here (again) that light and thus life is made possible by single celled life running the combustion chain by means nitrous oxide manufacture without which combustion is not possible is the singular candidate for being Dark Matter begets Dark Energy due to its immutable nature of the nuclear core of the nucleus of Bacteria.

Accordingly every angle of a drop of salsa in the micro should bend light by the same 'dark material/energy' means of 'economic activity of biological growth drawn from the Sun and the field by the roots reaching for energy and drawing them to a plant to form sugar that creates the shade being cast by Phylogenetic tree as so much gas/power as a by product in the process that moves at near the speed of light as observed and made a example of the micro case of en.wikipedia.org/wiki/Refractometry that corresponds to the macro of 'cosmic microwaves' (which act as break and limit on the speed of light [in another evolving story line located at] -->);

flic.kr/p/8zt3aQ

This is set of data points in process for for the best possible explanation of cosmic expansion in terms of Dark Matter and Energy being made possible by the interplay of the nuclear material of the Phylogenetic tree burning to bring the light while explaining how the grow the Universe at the variable speed of -1 which is not constant see graphic and apply this logic to the fluctuations inherent in the construct presented in conjunction with the notion of a cyclical super vast redundant Universe we are at some random point in the 'Grande Scheme of Things' as well illustrated, and described, with the Dark Matter piece well described, but alas the missing variable that my Theory here now and for all time offers up as the nuclear head of cyanobacteria on a pike as the little prick that is responsible for all N20 in nature, hence combustion. Therefore, working in conjunction with that nuclear illumination running the logic and providing a set of clues to run down the road to find every last stone that could possibly be Dark Matter and Energy in the Math of the Solar System, and find every thing we need to know according to the he words of Andrew Liddle puts it, "the cosmological principle [means that] the universe looks the same whoever and wherever you are." in Darkness on the Edge of the Universe

By BRIAN GREENE Published: January 15, 2011) www.nytimes.com/2011/01/16/opinion/16greene.html?scp=6&am....

Some disagree and say Dark Matter is nonexistent and or immaterial. I respectful disagree, and hopefully have provided additional information in order to assist with understanding how my view came to be on this subject, such that some some new common ground can be broken by bacteria being the dark energetic means and motor along with algae as the agents of the fixation and productions of the nitrogen that is the gas of the Universe.

As more data is generated in understanding how perspective can never stay the same as per the logic contained in a draconian application of the en.wikipedia.org/wiki/Lorentz_transformation to a unwillingness to see the shadow as being cast by the flip side of a reflection, as light is consumed by and transformed by the power of life the is the foam of space which are quarks of bacterial nuclei in repair.

Details in the photo captions herein.

That the same transformation that powers the light switch where I might find enough between my ears to communicate the understanding that the bugs have been digesting themselves into energy per this chart; en.wikipedia.org/wiki/File:080998_Universe_Content_240.jpg

If in the words of Bronkowski: "All science is the search for unity in hidden likeness." as being understood to be what makes the world go round in the compost heap, vineyard, farm that power a food chain, that provides a Inn and spa with the bill of fare or by the same token a Star on the other side of the Universe the power by means of 'paired quark technology' to recompose itself atomically for some more light -- to further expand our understanding by means of the power of light and dark matter to producing 'grey matter' which is consciousness. That the grass is not 'greener' or made of substantively some wonder material of a Dark Nature in another galaxy, therefore Dark Matter, and Energy 'is what it is' the immutable atomic information of 'microorganisms' cycling at relative light speed as so many 'cups of tea', or conceptual coffee, 'primordial soup' to perhaps nuts -- or maybe, just maybe, the 'hidden likeness' is before us in the form of Microorganisms nuclear core that make up the macro.

Look no farther, this is that 7 billionth needle in the haystack of discovery making the attempted case (long improbable form expanded in the photo gallery in great detail) that the seeds of nuclear material that keep and make us all connected as singular and a planet grade life/being/form and function -- is the Dark Energy and Matter which is the basic building blocks of life which are ID'ed here and now for all time by me - 'like I have been sayin' as the three families of Bacterial life which produce combustion gasses, as best understood by the late great Carl Woese; www.nytimes.com/2013/01/01/science/carl-woese-dies-discov... which contains the seeds/strings if you will* of a expanding en.wikipedia.org/wiki/Supersymmetry

with the nuclei of bacteria standing in for Dark Matter in a Universe at the speed of the en.wikipedia.org/wiki/Cosmological_constant with enough force to power back the sun in resolution of the Faint Young Star Paradox, and bending light with enough economic activity to explain the en.wikipedia.org/wiki/Lorentz_transformation by dint of glare of the photons on the matter that it transforms bringing them to life as measured by growth of waters expansion in the 'foam of space' when heated by the addition of light, or measured from any given distance -- one notices a relative difference this is due to the presence of the nuclei of bacterial matter or their radiological remains as rendered as the unpaired quarks/photon gas/ of the foam of space in mid re-mix of its perpetual quantum dynamic seeking a natural release and propulsion which explains the roads to and fro, the tides, as well as both the past and presents process of quantum tunneling whereby “we beat on, boats against the current, borne back ceaselessly into the past.” with a eye toward the west and what that brings thus therein lays the answer to the riddle of the ages. Energy is yin and yang forward and backward moving of quarks in motion over time and space under power of the Sun that set the chain of events and matter in motion will that Sun never set as a series of consequences beating ceaselessly into the past against the current to bring the light found shining at approximately my end of the conceptual nitrogen majority atmosphere, to comprehend the fullness of the the big picture Dark Energy as the Universal glue that also acts as the agent of expansion at the local light speed limit.

If this hypothesis that comports with my reality jibes with that of the Universe that is my aim, and would 'rock' just fine, w/ the exception of everybody but my critic who shall remain nameless, and also perhaps act like Dark Matter is a huge mystery; which suites me perfectly. I'll be all over this limb, with more detailed answers as they become gapingly obvious. For all to see, in what better factor than buried in flickr. While I get the totality of this picture dialed, so as to relearn the ways of writing a science paper, and get the movie and record recorded. So the whole thing does not stand as a photo essay w/ captions.

The spoken work version with full musical accompany will also serve to work this hypothesis from the inner cores of the the earth sun stars via Black Hole radiation with total rhetorical + scientific precision deep grooved into bottomless beats.

+++ 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

Girlfriends father has been grooming me to drive Noddy when he goes on a club run and wants to take 2 cars.

Noddy is a 1954 Austin A30. A four on the floor where the gears are so far apart they need separated post codes.

No Aircon, No Safety belts, NO ROOM, Breaks that are almost nonexistent....... BUT in saying that I would rather drive this then my 97 Corolla. It is so much fun. I love being in a real car again

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

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

Paraguay began the war with over 60,000 trained men—38,000 of whom were already under arms—400 cannons, a naval squadron of 23 steamboats (vapores), and five river-navigating ships (among them the Tacuarí gunboat). Still, there were many, many problems. Most infantry armaments consisted of inaccurate smooth-bore muskets and carbines, slow to reload, and short-ranged. The artillery was similarly poor. Military officers had no training or experience, and there was no command system, as all decisions were made personally by López. Food, ammunition, and armaments were scarce, with logistics and hospital care deficient or nonexistent.

An adult male Ambergris Cay Dwarf Boa from the Turks and Caicos Islands. The ground color of these snakes varies from a deep rich brown, through various shades of gray, to a very light sandy coloration. A broken, double row of spots, varying from dark green to almost black, runs down the dorsum. Irregular side blotches can be quite numerous or almost nonexistent.

In this photograph, I am facing south and standing next to the denuded trees in the previous picture. The damage to trees becomes progressively less intense until it's nonexistent at roughly the location of where the truck on the road is located. The fact that these trees fell toward the east would suggest that they were hit by the southern half of the vortex as it crossed this location.

I finally got around to finding the local Salvation Army thrift store. Found some Danish modern! It seems like it got wet (Dad is convinced someone was using it for deck furniture). The wood is good but the finish is worn/nonexistent on the top and legs. I vote for stripping the whole thing and refinishing it with Tung oil.

And now I have to stop buying furniture. The garage is getting really full...

I'm gobsmacked by several things here. First, the light was nonexistent. Yet the Sony A7RII performed extremely well at incredibly high ISO. Second, using knowledge developed around a digital Zone System, I knew precisely where I wanted the tonal values and was able to place them accordingly. Third, I am happy to confirm the dynamic range of the sensor extends usefully to below Zone 0 (Zone -2!), even at such high ISO settings. Fourth, 1950s German optics can do the trick. These images were made using a triplet wide angle. Who would design such a thing and make it work? Micro-contrast is something to be seen, otherwise you wouldn't believe it.

The abundance and diversity of succulent species in the sagebrush steppe (e.g,. Cactaceae, Crassulaceae, Portulaceae, etc.) is indicative of low levels of disturbance. Sedum lanceolatum is distinguished by its lanceolate leaves with papillose surfaces and a lack of evident venation. Axillary shoots are also nonexistent to poorly developed in this species.

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

P1140797

(presumedly, my Japanese translation skills are nearly nonexistent)

NRT, Narita, Japan, 2019, on the way back to the US after spending several days on Guam visiting family

u don't know & i don't know

what if scenes in the movie would never happen in real life and in my life

then i'd rather see impossible / nonexistent sceneries in my eyes

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

+++ 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 love the opportunity to be backstage at my granddaughter's dance competitions, in spite of the almost nonexistent lighting and cramped (often just plain ugly) dressing rooms. This is from one of favorite routines done by her group choreographed to "All the Best People are Crazy (Mad Hatter)".

+++ 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

Bah! My L is almost nonexistent. :o

+++ 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

10-Point Whitetail Buck, Shenandoah National Park, Virginia.

I used to see this guy a lot for 2 years in a row, in any season, then last year (2009) he was nonexistent.

I am not sure if he died of natural causes or was illegally killed. Illegal hunting in and around SNP has always been a problem, and the latest incident with a conviction occurred in November 2009.

For more whitetail buck photos and video clips, visit the Whitetails section of my Web site.

On October 9, the 2006-2007 will open for King's Arm Academy. Formal education has been nearly nonexistent for the last 14 years due to the civil war. But now, the school is nearly ready, the desks are being built, and the students are excited to learn in a real school.

The C-212x is loaded with double 12" LF/MF and a single high energy 3" HF driver. Each enclosure is constructed of high grade birch ply-wood and is custom fitted with steel fly hardware that has been test rated for a 7:1 static load, hanging 12 enclosures in a single array. Our user friendly hardware allows for hanging and ground stacking applications, permitting the user to stack up to six enclosures.

All C-212x enclosures are hand wired using premium 14 gauge wire and Neutrik brand NL8 connectors. All drivers are built with cast fame baskets for strength and longevity. Our compression drivers have replaceable titanium diaphragms for superb sound quality, performance and durability. We use a standard phase plug design to control the isophasic wave form as well as a wave guide system for smooth coverage and coupling. Our components are designed and built to a commercial standard and have a proven track record on tours ranging from stadiums to festivals of up to 30 shows per month with practically a nonexistent failure rate.

All C-212x enclosures are equipped with a removable back panel that can be disconnected and replaced by an internal TVi multi channel "Class D" power amplifier module. Each power amplifier has a built in multi-channel processor that has been chamber tuned for the C-212x to achieve a flat response curve with pre set limiters, DSP and crossover points. One amplified C-212x enclosure will also power one additional non-powered C-212x enclosure in tri amp mode by daisy chaining an NL8 cable.

I unfortunately didn't get many photos of the Lower 9th Ward and St. Bernard Parish areas of New Orleans. We took a bus tour through these very hard hit areas. The glare on the bus windows made photos rather tough, but I wish I would have tried harder. This was actually across the street from the Nunez Community College that we visited. A SMALL example of the devastation of the area.

3 years after Katrina and Rita and it was really sad to see the level of destruction that still exists. Entire shopping centers and apartment complexes sitting empty. A patchwork of homes partially repaired, fully repaired, or nonexistent except for a cement foundation. Many people are still paying a mortgage on a home or business that no longer exists.

We were fortunate enough to have a college professor on our bus that lives in this neighborhood and gave us the first hand accounts of what happened and the aftermath. Very sad situation. Even more sad that three years later and people have forgotten about New Orleans and the incredible amount of assistance these folks still need. FEMA (a very bad word in N.O.) has pulled out and no longer offers assistance or trailers. Some people were living in trailers that are TINY for 3 years. Ridiculous amount of red tape to get financial assistance which ends up not being nearly enough to actually rebuild or move on with life. Actually made me really sad but also REALLY mad that this could happen in my country and that these people could just be forgotten.

Some of the other observations and comments by our guide that really struck me...

- Professor said they knew the storm was coming. He looked out the window and there was nothing. In 20 minutes the water was 19-20 feet high in the neighborhood.

- There were actually 4 disasters that hit this area in a few weeks time...Katrina, levee breaks, Rita, and oil spill...any one of which would have been devastating let alone all three together.

- There were 67,000 people in St. Bernard Parish area and now there is less than a third of that number living there

- everything was dead according to the professor...no bugs, no birds, no animals, just dead silence

- strange things in homes like perfectly intact crystal heirlooms, a book in the exact place it was left and perfectly dry, and water moccasins in closets. Can you imagine?

- Bodies are still being found in homes and buildings in the area

- The homes in this area were actually nice homes and in some cases REALLY nice homes and GONE

- Only ones really helping still in the area are the independent Christian groups...we saw a big group of teenagers there when we drove through gutting homes and helping with rebuilding.

- There was a brand new hospital in the area that is now gone. No one will rebuild a hospital there so a Christian group has sent up a tent hospital system to try and provide basic care...3 years later!

- The local government had just moved back into their office building the week I was there after working out of tents and trailers for the last 3 years.

This is a straight point-of-view shot. The grass is six feet high and taller now. Looks fantastic, especially in evening and morning light, but the unfortunate fact is that the mosquitoes now like hanging out in the prairie (they were fairly nonexistent there when the grasses were low).

View On Black

What encourages the fish to decide to enter the river? - Clues on how to forecast or possibly predict your best fishing in the lower end.

-

Mother Natures Signature Clues:

Wind direction - Very Strong Wind out of the West - This can push the water in and make it a lil deeper, causing the fish to feel more comfortable and enter the River.

Lake turning over

Low light, morning and evening's and stormy weather (cloudy, rainy, a very very small or nonexistent moon over night and early morning)

Higher water levels - natural rain and snow run-off. If natural run off causes the river to just rise 50-100 cfs, that might be all that it would take.

-

Man made Incentives to Enter and Run:

Those "Dam People" (yukyuk) releasing more water. Dam water releases normally coinciding with Mother Nature or following her.

-

Fish's Biological Clock - tick tick

As the days grow short'r, it helps!

Bottom Line - They will run when they are darn good and ready

-

Example - (FYI - sometimes none of the above-below happens and just like this August, we had some fish enter the river and run it)

waterdata.usgs.gov/ny/nwis/uv/?site_no=04250200

410 cfs at "live" Pineville before the rain to 470 cfs "live" Pineville after the rain. Thats a 60 cfs rise in the water level at Pineville caused by run-off.

Then, figure more water entering the river further down thru run-off and Trout Brook, which would bring the water level up even more. Probably over 100 cfs.

Then figure this into the equation - West wind around 20 mph.

Soooo, combine the wind direction and higher water flow and suzzam!!! major run or good run entering the lower end.

Now, stick with me...... lets also add into the above the fishes biological clock that is ticking daily, suggesting that they make there run into and up the river.

Next step is "low light". there are 2 low light periods everyday. Now add in an overcast, drizzly, rainy day and sometimes they will run all day.

-

If you get a combination of a couple, few or all of the above, usually (not always) it will mean a nice fresh run entering the lower end. Sometimes you roll the dice in the lower end and its just like a "Box of Chocolates".

I sincerely hope this helps you a lil more in understanding what encourages them to "first" enter the river and help you to catch a BUNCH of fish!!.

-

-

There's no Nookie like Chinookie

Linda talks to her sister Lisa, who's back on the East Coast, in New Jersey. We're in a parking lot in Pahrump, Nevada, a town of about 30,000. (Las Vegas, 65 miles away, is the nearest town with any population to speak of.)

We'd just had lunch at a burger place. The cell-phone reception here was incredible, the best I've ever heard. (A hundred miles away in Death Valley it was nonexistent.) Lin is saying it's hot and there aren't any trees.

Love doesn’t matter where you fall on the spectrum, whether your love life is blissful or nonexistent, it’s clear that everyone has an opinion on love and what it means in a healthy relationship. BrideGroomMatch is the leading Tamil matrimonial portal, helps you to find out your life partner from thousands of bride & groom's profiles.

I'm trying to decide if I am more appalled, more ashamed, or just plain ole p.o.'ed over stuff like this. First, to label any sitting president (regardless of how one feels about his policies) as "traitorous" is so far out of bounds that it isn't worth the wood it's painted on. Secondly, the birth certificate issue is so ridiculous that only those who have abandoned their logic and thinking ability to political hack, misinformation spewing blathering heads like Limbaugh, Beck, Coulter, Dobbs and others could possibly believe the birth certificate is fake or nonexistent.

I would certainly hope that the people who espouse this type of idea are heavily involved in a positive way to bring about change (serving the community, reading widely and considering information thoughtfully, contacting elected representatives, and so on). Realistically and tragically for our society, I doubt any of the former.

Sorry for the rant. . .

Had to climb up onto a near nonexistent ledge. Insert homosexual joke here.

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

P1140790

Presenting the Mistral – A Gas Freighter of the Belt

In the weightless void of space, industrial freighters like the Mistral are built for efficiency, not aesthetics. With its reinforced truss structure, independent thruster arrays, and massive cargo tanks, it is a workhorse of the Belt, ferrying precious volatile gases across the solar system.

At the forefront of the vessel, what might appear to be a command module is actually a massive impact shield, designed to protect the ship from micro-meteoroids and debris traveling at deadly speeds. In the unforgiving reality of spaceflight, even a stray pebble can spell disaster, and the Mistral ensures its cargo reaches its destination intact.

Unlike bulk freighters that rely solely on inertia, the Mistral boasts a full set of maneuvering thrusters, three primary engines, and precise vector control, allowing it to make delicate adjustments during docking, refueling, or evasive maneuvers in high-risk zones. Positioned atop the central structure, a large access hatch provides direct entry to the ship’s systems and cargo bays, facilitating rapid maintenance and cargo transfer.

Recreating such an open and lightweight space structure in LEGO is a challenge in itself. The Mistral’s support framework has been carefully engineered to withstand the immense weight of its tanks, preventing structural collapse under gravity—an issue nonexistent in microgravity but crucial for terrestrial display.

A testament to function-first design, the Mistral captures the industrial beauty of spaceflight: a vessel built not for comfort, but for the harsh realities of deep-space logistics.

The ships is nearly 13 000 parts, 185 stud long (1.48 Meters) and weights nearly 11 Kg

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.

You know what’s wrong with this picture?

This photo has no genuine emotion whatsoever. There’s nothing there. Sure, it looks kind of sad and depressing but that’s just what it looks like, it doesn’t feel like that to me. It just feels like this sad little amatuer trying to get an emotion across that’s nonexistent.

Here’s my reason for uploading this:

I’ve been thinking about what I want to get out of my 365. Of course I want to improve, that’s obvious. But other than that reason, why am I doing this? Here’s what I want out of this. I want to get my emotions across. I want to make people feel something real. When I’m happy, I want people to feel my joy. When I’m upset, collapsed on the bathroom floor or when I have a horrible day and just feel like drowning in a lake of my own tears, awful as it sounds, I want people to feel that too.

This is my main goal for my 365. To get across genuine emotion, I want people to look at my photos and feel what I'm feeling. I hope that I’m improving on this, but I want to be the best I can at it.

this is from day 20. I know that without even looking at my 365 picture for day 20.