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.

+++ 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

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

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.

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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.

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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.

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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

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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.

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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!!.

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There's no Nookie like Chinookie

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. . .

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.

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.

I tuck the skirts up at the sides to add width to my nonexistent hips. The flowers, for the same reason. The flowers were originally from my sister-in-law's wedding...

Aggie Ring ’84 likes to make his own cultured butter, cheeses, and crème fraîche for various uses in the kitchen. Unfortunately, the local grocery stores don’t carry dairy products that are up to Aggie Ring standards. Aggie Ring ’84 has a buddy who is a retired Army Medic who runs a coffee and espresso business who hooked Aggie Ring up with a special bottle of heavy cream.

The little Aggie Ring was just as pleased as a little Aggie Ring can be when he saw that it arrived in a glass bottle. “Gee!” said Aggie Ring, “This is just like when we’d buy milk back in the 80s when we were living in Bryan, Texas. “Why, yes is is.” I replied. I thought to myself that dairy products seem so much cleaner when they come in a glass container.

This particular bottle of heavy cream was produced by the Apple Valley Creamery in East Berlin, Pennsylvania. It is approximately 40% to 45% butterfat depending on the cows’ diet at the time of the year. Now, this particular heavy cream is pasteurized only (not ultra-pasteurized, a process that kills off most of the milk or cream’s delicious flavor). Also, it is NOT homogenized. Almost everyone in the USA these days can only buy homogenized or “homo” dairy products. When he has a choice, Aggie Ring is a “non-homo” type of ring because that’s the way he rolls.

Aggie Ring’s favorite thing about “non-homo” heavy cream is that the heavy butterfat separates from the milk and floats to the top of the bottle. Aggie Ring has to use a knife to break through that delicious, heavy sweat cream to get to the rest of the liquid in the bottle before he heats it up to a tepid temperature and adds the bacteria that will culture it overnight so he can make the cultured butter or crème fraîche for his culinary requirements.

The Aggie Ring test for a proper bottle of “non-homo” heavy cream is if he can sit on top of the butterfat that has risen to the top of the bottle for at least 30 seconds before sinking in. For “educational” purposes, Aggie Ring asked me to photograph him sitting on top of that delicious sweet cream. Unfortunately, it took me a bit longer than 30 seconds to adjust the lights and set the exposure on the camera. The last thing I heard Aggie Ring say before he began to sink into the delicious “non-homo” heavy cream was, “Oh dear, this is a kerfuffle, isn’t it?” The next thing I knew, poor Aggie Ring had broken through the butterfat and had sunk to the bottom of the bottle.

When I poured the delicious “non-homo” sweet whole cream into the container Aggie Ring uses to culture it overnight, I had to retrieve him with a spoon. No teeth this time. I asked Aggie Ring, “Does it remind you of an old fashioned Aggie Ring Dunking?” Aggie Ring replied, “Sort of, but there was no Shiner Bock.” I told Aggie Ring, “Yes, I suppose you’re right.”

Aggie Ring then said, “It’s a good thing I’m a Genuine Texas A&M Aggie Ring pure of heart and in spirit and not a VMI ring. One of those heavy and fat, gaudy VMI rings would have sunk down into the bottle immediately and its lack of Aggie class would have most certainly soured the cream. Also, the artificial stone in most of the VMI rings might have poisoned it as well.” The Aggie Ring is very good at pointing things like this out.

Now… There’s one other type of dairy product that Aggie Ring likes the most. He didn’t want me to say anything about it because it’s very illegal in New Jersey. However, Aggie Ring allowed me to mention it if I didn’t name names because, as Aggie Ring always says, “Snitches wind up in ditches!” So, the little Aggie Ring’s favorite type of milk and cream is the “raw” stuff. Since it’s illegal to sell raw dairy in New Jersey, Aggie Ring has found “a guy” that can hook him up with the “real stuff.” The closest thing I can compare obtaining raw dairy in New Jersey to would be a “drug deal.” You see, when Aggie Ring wants the “raw stuff,” he has to call his “guy” in PA and place an order during the week. Then, on Saturday morning not long after the sunrise, Aggie Ring’s “guy” meets Aggie Ring and others in back of a local train station in a van that has been driven over from PA. Cash exchanges hands and the raw, illegal contraband gets put into Aggie Ring’s car trunk just in case he’s stopped by the dairy police on the way home.

Aggie Ring used to occasionally milk cows at the Texas A&M Dairy Farm in College Station, Texas back when he was a young Aggie Ring and he’d occasionally try milk directly from the cow. Aggie Ring thinks this is the best type of milk in the world.

Aggie Ring says, “The cows up here in PA and in New Jersey must be the happiest cows in the world. They have four wonderful seasons of weather up here and the humidity is almost nonexistent.

Just before I posted this, Aggie Ring said, “Don’t forget to remind them that the road goes on forever and the party never ends!”

Warning: downer post. Toward the end of my trip I picked up a cold and it has since morphed into bronchitis. Since I was sick on my flight home, my ears were a wreck of pressure and my left one has still not unblocked. I'm on day 11 and cycling through all the things pictured is kind of my life right now. ⠀⠀⠀⠀⠀⠀⠀⠀⠀ Traveling always puts me behind on everything, and coming home sick has just extended that further. It's been 2.5 weeks since I've been able to work out. I only practiced singing like twice on my trip so I'm behind on that too. My focus is practically nonexistent so I've gotten almost no work done since I got back, and I was already behind. And to make things worse, since I've been trying not to get Jason sick, it's been 2.5 weeks since we've properly hugged or had any kind of real physical contact. ⠀⠀⠀⠀⠀⠀⠀⠀⠀ I was supposed to go to Jacksonville today to see the musical Bandstand with my parents and my aunt, who is visiting, as well as celebrate my mom's 70th birthday. But now I have to miss that. ⠀⠀⠀⠀⠀⠀⠀⠀⠀ I know I won't be sick forever, but I'm feeling pretty discouraged about everything right now. I feel like all the things I want to do depend on a body (brain included) I can't trust. ⠀⠀⠀⠀⠀⠀⠀⠀⠀ I'm really feeling pretty close to giving up on absolutely everything again. I'm so tired of this happening over and over. I keep trying to fix things but every time I feel like I'm making progress or finding balance, as soon as work comes into the picture I start spiraling and it all falls apart. If I can't maintain a certain level of productivity (a higher one than I've been doing, which I already can't handle) then I'm never going to be able to support myself. So it kind of feels like everything is pointless. ⠀⠀⠀⠀⠀⠀⠀⠀⠀ And bonus, normally it helps my anxiety to do deep breathing but right now that just hurts and makes me cough uncontrollably. 😢😵 via Instagram ift.tt/2SIDpKN

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

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

4 varieties of Alpaca at Pumapungo Inca site Cuenca, Ecuador. Alpaca is not a Llama.

Alpaca (Vicugna pacos) is a domesticated species of South American camelid. It resembles a small llama in superficial appearance.

Alpacas are kept in herds that graze on the level heights of the Andes of Ecuador, southern Peru, northern Bolivia, and northern Chile at an altitude of 3,500 m (11,000 ft) to 5,000 m (16,000 ft) above sea-level, throughout the year. Alpacas are considerably smaller than llamas, and unlike llamas, alpacas were not bred to be beasts of burden but were bred specifically for their fiber. Alpaca fiber is used for making knitted and woven items, much as wool is. The fiber comes in more than 52 natural colors as classified in Peru. In the textile industry, "alpaca" primarily refers to the hair of Peruvian alpacas.

About Alpaca Fleece

Alpaca fleece is the natural fiber harvested from an alpaca. It is light weight or heavy weight, depending on how it is spun. It is soft, durable, luxurious and silky natural fiber. While similar to sheep’s wool, it is warmer, not prickly, and has no lanolin which makes it hypoallergenic. Alpaca is naturally water-repellent. Huacaya, an alpaca that grows soft spongy fiber has natural crimp, thus making a naturally elastic yarn, perfect for knits. Suri has far less crimp and thus is best suited for woven goods, but is wonderfully luxurious as well.

In physical structure, alpaca fiber is somewhat akin to hair, being very glossy. Alpaca fiber is similar to that of merino wool fiber, and alpaca yarns tend to be stronger than wool yarns. The heel hole that appears in wool socks or in elbows of wool sweaters is nonexistent in similar alpaca garments. In processing, slivers lack fiber cohesion and single alpaca rovings lack strength. Blend these together and the durability is increased several times over. More twisting is necessary, especially in Suri, and this can reduce a yarn's softness.

The alpaca has a very fine and light fleece. It does not retain water, is thermal even when wet and can resist the solar radiation effectively. These characteristics guarantee the animals a permanent and appropriate coat to fight against the extreme changes of temperature. This fiber offers the same protection to humans. Alpaca is sustainable as a fiber, and is naturally organic. Alpacas as animals are soft on the environment, making alpaca a truly green textile.

Info re Wiki and Encyclo Brit

This was the tiniest baby drum i've ever seen. It was about an inch tall and could barely swim against the current which was almost nonexistent.

The Los Angeles Lakers take their warm ups and because many fans are in attendance to say goodbye to the Lakers' Kobe Bryant the normal chant of "Beat L.A." is nonexistent.

This farmhouse, which was probably built for Lorenzo Campbell, is a good illustration of a variant of Flemish-bond brickwork popular in this part of the state (and rare or nonexistent elsewhere). Unlike a normal Flemish bond, which alternates between stretchers and headers, this bond—sometimes called double-stretcher Flemish bond or monk bond—has two stretchers for every header. This results in a more obvious vertical "striping" effect. The brickwork was often paired with Gothic Revival and Italianate ornamentation and seems to have been most popular in the 1850s and 1860s.

The Roman Bridge crosses the old course of the Jarama River This 148-meter-long civil construction, composed of five arches (four small and one large) nestled among poplars and other deciduous trees that lend it an evocative image each autumn, is called a Roman bridge. But only the foundations and some studies of the ashlar blocks remain from Roman times because, in reality, it dates from the Middle Ages with significant additions during the 16th century that gave it its current appearance.

Visitors who arrive at this point always ask themselves the same question: But where is the Jarama River? Is this thin trickle of water? It is indeed surprising to find such a large bridge supporting an almost nonexistent flow of water. But the answer lies in the fact that, as has happened so many times throughout history, the riverbed was displaced for various reasns, in this case by almost half a kilometer. Therefore, the Jarama River should be sought further west because what flows there (when it does) is a meager irrigation canal, the Caz stream, which carries less water than a canteen with holes in it.

Nearby, there is a recreational area, right next to the actual Jarama, known as "La Chopera" (The Poplar Grove), where families come "with their picnic blankets and Tupperware" to spend the morning or afternoon in the shade and sit down to eat at one of the tables while the children play

1. ... jupons de silènes ...!!!, 2. Hycleus duodecimpunctatus, 3. ohne Blumen fehlt Dir was, 4. Fahrt ins Ungewisse, 5. Margeriten, 6. Walking the dog (217/365), 7. True love, 8. yup. everything's just peachy., 9. Scarlet Kingdom Revisited, 10. Redderated daisery, 11. A goal is a dream with a deadline, 12. Sea sponge, 13. we all leave marks in this universe but as time is passing by they're all fading away, 14. Day 343/365 : Flowers, 15. Calm, 16. one cat, 17. PURPLE BEAUTY FOR YOU - HBWeekend, 18. all the flowers of all the tomorrows are in the seeds of today, 19. Visiting the Lavenders, 20. Sun Way, 21. vintage part 2, 22. Going Postal (215/265), 23. Have a great weekend...., 24. Green Day, 25. suverajad ..., 26. i've been trying to capture this orange dirt since i got here., 27. pink rosebud, 28. European Goldfinch; Carduelis carduelis, 29. Threes a Crowd, 30. pink white reflection, 31. Market day, 32. Ready to open.., 33. By believing passionately in something that still does not exist, we create it. The nonexistent is whatever we have not sufficiently desired. (Quote by Franz Kafka), 34. Untitled, 35. ... a MP3 fruit free for you...!!! :), 36. You're a dandelion seed, That flies through the air, And lands randomly, Then disappears.

Black swan theory

From Wikipedia, the free encyclopedia

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

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

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

Contents [show]

[edit]Background

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

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

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

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

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

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

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

[edit]Coping with black swan events

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

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

[edit]Identifying a black swan event

Based on the author's criteria:

The event is a surprise (to the observer).

The event has a major impact.

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

[edit]Epistemological approach

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

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

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

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

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

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

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

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

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

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

No socialisation of losses and privatisation of gains.

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

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

Counter-balance complexity with simplicity.

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

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

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

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

Make an omelette with the broken eggs.

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

[edit]See also

it was there in real life

just not in the pic

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

I was tagged a looooooong time ago so

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

2. I don't know who this is

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

4. SOPA can just go dig a hole

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

6. Gungor is awesome

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

8. Sleepy sleepy sleepy

9. I got braces

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

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

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

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

1993 Suède Sweden Svezia

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

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

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

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

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

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

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

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

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

Two weeks ago we happened to arrive in Columbus just one hour after the end of an Ohio State football game. Once on campus we discovered that the tailgating party (parties) had only just begun. Due to clogged streets and nonexistent parking, this is as close to the stadium as we could get.

Almost-complete Record of the Night...

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

024

Fortune Global Forum 2018

October 16th, 2018

Toronto, Canada

3:30 PM

THE NEW GLOBAL CONSUMER: DOING BUSINESS IN A DIGITAL ECONOMY

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

Alain Bejjani, Chief Executive Officer, Majid al Futtaim

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

Ning Tang, Founder and CEO, CreditEase

Moderator: Phil Wahba, Senior Writer, Fortune

Photograph by Stuart Isett/Fortune

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

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