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This is also a frame capture from HD video, using the Canon EOS Rebel T6, with the Canon 18-55mm zoom lens.
This was after I managed to make down to City Hall, which you see in the background. This area was for everyone to take a break, if they wanted to. There were food trucks, plenty of porta-potties, and space to sit down and relax before moving on, or waiting for speakers and singers to show up.
And you will see this exact same shot in the video I shot and edited of the Women's March of 2018. Click on the link to my YouTube channel:
This series of images delves into the enigmatic beauty and layered history of Venice, Italy, through an abstract lens, employing the scumbling and dry brush oil painting techniques. Each piece is a study in contrasts and textures, evoking the city's unique spirit and its constant dance with the elements. The use of cold, detached atmospheres alongside distressed and weathered surfaces speaks to the resilience and survival of Venice amidst its challenges. The incorporation of "havencore" and "warmcore" elements, along with a palette that prioritizes white and saturated blues, adds depth and emotion, inviting viewers to experience the city's dual nature of refuge and exposure.
The artworks move beyond traditional representations, infusing each scene with dramatic intensity and hyperbolic expressions to capture the essence of Venice's struggle and splendor. Labor is depicted not just as a physical act but as a poignant part of the city's soul, rendered through rough gesturalism that strips away the gloss to reveal raw, compelling truths. The dazzling chiaroscuro and striking contrasts of light and dark masterfully highlight the city's architectural marvels and the ephemeral beauty of its everyday moments, creating a harmonious chaos that is both unsettling and captivating.
This series aims to transport viewers to a Venice reimagined, where the interplay of light and shadow, the richness of saturated pigment pools, and the tactile quality of the painting techniques combine to offer a new perspective on the familiar. Through these images, Venice is seen as a living, breathing entity, marked by centuries of wear but standing resilient, its beauty undimmed by the passage of time. The absence of heavy paint strokes emphasizes the subtlety and complexity of the city's narrative, inviting a closer look and deeper reflection on its enduring allure and the stories etched into its very stones.
Poem: The Quiet Hours
In the quiet hours of the fading night,
Where shadows dance in the moon's soft light,
And the world whispers in tones so slight,
There lies a beauty unseen, out of sight.
Beneath the velvet cloak of the starry sky,
Where dreams take wing, and thoughts fly high,
The silent streets hold secrets, by and by,
As the gentle breeze sings a lullaby.
In the heart of the forest, where ancient trees stand,
Their leaves tell tales of a distant land,
A place where time holds still its sand,
In the quiet hours, so grand and so bland.
By the murmuring streams, under the watchful moon,
Where flowers bloom in the light of June,
The night unfolds its hidden boon,
In whispers of the dark, a silent tune.
In the quiet hours, there's a deep connection,
A moment of peace, in introspection,
A journey within, in quiet reflection,
Finding solace in nature's perfection.
As dawn breaks, and the night fades away,
The quiet hours gently sway,
Leaving behind the tales of the grey,
In the warmth of the coming day.
Haiku: Twilight's Whisper
Twilight's soft whisper,
Day and night's fleeting kiss,
Silent beauty speaks.
Nancy Kovack (born March 11, 1935) is a retired American film and television actress. She was born in Flint, Michigan. Her father, Michael A. Kovack, was the manager of a General Motors plant.
After working as a model, Kovack became one of the Glee Girls for Jackie Gleason. She appeared on a number of television series including Bewitched (3 episodes, playing both Darrin Stephens' ex-girlfriend and Samantha Stephens' nemesis, Sheila Sommers and Darrin's Italian client Clio Vanita), Batman (episodes 5 and 6), I Dream of Jeannie, Get Smart, Perry Mason, 12 O'Clock High, The Man from U.N.C.L.E., The Invaders (episode "Task Force" (1967)), Burke's Law, Family Affair (episode "Family Plan" (1968)), The Name of the Game, and Hawaii Five-O (episode "Face of the Dragon") (1969). She appeared in a key role as a native medicine woman and femme fatale in one of the original Star Trek episodes, "A Private Little War" (1968). In 1969, she was nominated for an Emmy Award for Outstanding Single Performance by an Actress in a Supporting Role for an appearance on Mannix. In addition to her guest appearances on television programs, Kovack was hostess of the game show Beat the Clock.
As her profile increased, Kovack began to gain roles in Hollywood movies, most notably as the high priestess Medea in Jason and the Argonauts (1963). She also had roles in Strangers When We Meet (1960) with Kirk Douglas and Kim Novak, Diary of a Madman (1963) with Vincent Price, The Outlaws Is Coming (1965) with The Three Stooges, Sylvia (1965) with Carroll Baker, The Great Sioux Massacre (1965), The Silencers (1966) with Dean Martin, Tarzan and the Valley of Gold (1966) with Mike Henry, Frankie and Johnny (1966) with Elvis Presley, and Carl Reiner's directorial debut, Enter Laughing (1967).
On Broadway, she appeared in The Disenchanted. Her last film role was in Marooned (1969), a science-fiction drama starring Gregory Peck and Gene Hackman. Credited as Nancy Mehta, she played the murder victim in the TV movie/series pilot Ellery Queen (also known as Too Many Suspects, 1975).[citation needed]
Kovack spent two-and-a-half years in Iran, and starred in three films that were made there, returning to the United States in 1968.
Kovack left Hollywood primarily due to her marriage to conductor Zubin Mehta in 1969. She chose to prioritize her marriage and focus on her life with him rather than pursue her acting career.
In 1969, Kovack married Indian conductor Zubin Mehta, who was music director of the Los Angeles Philharmonic and later the music director of the New York Philharmonic. Until 2006, Kovack and Mehta spent some months of the year in residence in Munich, Germany, where Mehta was the music director of the Bavarian State Opera.
Susan McDougal worked as Kovack's personal assistant in the early 1990s. After her employment ended, Kovack took legal action against McDougal for alleged embezzlement. McDougal was acquitted in 1998 on all twelve charges. A suit by McDougal in 1999 for malicious prosecution ended in a settlement.
LINK to the movie - THE THREE STOOGES: The Outlaws Is Coming - www.youtube.com/watch?v=ax82jqFp7Ac
Agriculture Deputy Secretary Krysta Harden hosts a U.S. Department of Agriculture (USDA) employee-only webinar on recent new farmer announcements, including an in-depth look at everything the new and improved www.usda.gov/newfarmers can do on Monday, Nov. 23, 2015. The website’s new Discovery Tool allows new farmers to build a personalized set of recommendations of USDA programs and services that may meet their needs. Deputy Secretary Harden discussed the recent announcement to prioritize $5.6 billion over the next two years within USDA programs and services that serve new and beginning farmers and ranchers, and how USDA employees can get the word out to USDA’s customers. USDA photo by Tom Witham.
Close quarters expert Harper Barron has manifested symptoms of belligerent behavior, perhaps due to an error in her programming or a faulty Hero Core. Reports from her teammates state that her enjoyment of fighting has lead to failures in completing missions, as she prioritizes violence over successfully capturing villains and protecting citizens.
Her current location is unknown, but anonymous witnesses have reported seeing her in the Gladiator Arena of planet Bolawoo III.
Further psychological examinations are necessary in order to accurately estimate how dangerous she is. She is equipped with a lightweight body armor and a Quaza-Powered Ram Gauntlet, engaging at a distance is strongly advised.
Great Mask of Intangibility by @galva_nize_
Gauntlet weapon inspired by @ems_mocs ' Tony Stone and Arcane's Atlas Gauntlets
+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
Canyonlands National Park is an American national park located in southeastern Utah near the town of Moab. The park preserves a colorful landscape eroded into numerous canyons, mesas, and buttes by the Colorado River, the Green River, and their respective tributaries. Legislation creating the park was signed into law by President Lyndon Johnson on September 12, 1964.
The park is divided into four districts: the Island in the Sky, the Needles, the Maze, and the combined rivers—the Green and Colorado—which carved two large canyons into the Colorado Plateau. While these areas share a primitive desert atmosphere, each retains its own character. Author Edward Abbey, a frequent visitor, described the Canyonlands as "the most weird, wonderful, magical place on earth—there is nothing else like it anywhere."
In the early 1950s, Bates Wilson, then superintendent of Arches National Monument, began exploring the area to the south and west of Moab, Utah. After seeing what is now known as the Needles District of Canyonlands National Park, Wilson began advocating for the establishment of a new national park that would include the Needles. Additional explorations by Wilson and others expanded the areas proposed for inclusion into the new national park to include the confluence of Green and Colorado rivers, the Maze District, and Horseshoe Canyon.
In 1961, Secretary of the Interior Stewart Udall was scheduled to address a conference at Grand Canyon National Park. On his flight to the conference, he flew over the Confluence (where the Colorado and Green rivers meet). The view apparently sparked Udall's interest in Wilson's proposal for a new national park in that area and Udall began promoting the establishment of Canyonlands National Park.
Utah Senator Frank Moss first introduced legislation into Congress to create Canyonlands National Park. His legislation attempted to satisfy both nature preservationists' and commercial developers' interests. Over the next four years, his proposal was struck down, debated, revised, and reintroduced to Congress many times before being passed and signed into creation.
In September, 1964, after several years of debate, President Lyndon B. Johnson signed Pub.L. 88–590, which established Canyonlands National Park as a new national park. Bates Wilson became the first superintendent of the new park and is often referred to as the "Father of Canyonlands."
The Colorado River and Green River combine within the park, dividing it into three districts called the Island in the Sky, the Needles, and the Maze. The Colorado River flows through Cataract Canyon below its confluence with the Green River.
The Island in the Sky district is a broad and level mesa in the northern section of the park, between the Colorado and Green rivers. The district has many viewpoints overlooking the White Rim, a sandstone bench 1,200 feet (370 m) below the Island, and the rivers, which are another 1,000 feet (300 m) below the White Rim.
The Needles district is located south of the Island in the Sky, on the east side of the Colorado River. The district is named for the red and white banded rock pinnacles which are a major feature of the area. Various other naturally sculpted rock formations are also within this district, including grabens, potholes, and arches. Unlike Arches National Park, where many arches are accessible by short to moderate hikes, most of the arches in the Needles district lie in backcountry canyons, requiring long hikes or four-wheel drive trips to reach them.
The Ancestral Puebloans inhabited this area and some of their stone and mud dwellings are well-preserved, although the items and tools they used were mostly removed by looters. The Ancestral Puebloans also created rock art in the form of petroglyphs, most notably on Newspaper Rock along the Needles access road.
The Maze district is located west of the Colorado and Green rivers. The Maze is the least accessible section of the park, and one of the most remote and inaccessible areas of the United States.
A geographically detached section of the park located north of the Maze district, Horseshoe Canyon contains panels of rock art made by hunter-gatherers from the Late Archaic Period (2000-1000 BC) pre-dating the Ancestral Puebloans. Originally called Barrier Canyon, Horseshoe's artifacts, dwellings, pictographs, and murals are some of the oldest in America. The images depicting horses date from after 1540 AD, when the Spanish reintroduced horses to America.
Since the 1950s, scientists have been studying an area of 200 acres (81 ha) completely surrounded by cliffs. The cliffs have prevented cattle from ever grazing on the area's 62 acres (25 ha) of grassland. According to the scientists, the site may contain the largest undisturbed grassland in the Four Corners region. Studies have continued biannually since the mid-1990s. The area has been closed to the public since 1993 to maintain the nearly pristine environment.
Mammals that roam this park include black bears, coyotes, skunks, bats, elk, foxes, bobcats, badgers, ring-tailed cats, pronghorns, desert bighorn sheep, and cougars. Desert cottontails, kangaroo rats and mule deer are commonly seen by visitors.
At least 273 species of birds inhabit the park. A variety of hawks and eagles are found, including the Cooper's hawk, the northern goshawk, the sharp-shinned hawk, the red-tailed hawk, the golden and bald eagles, the rough-legged hawk, the Swainson's hawk, and the northern harrier. Several species of owls are found, including the great horned owl, the northern saw-whet owl, the western screech owl, and the Mexican spotted owl. Grebes, woodpeckers, ravens, herons, flycatchers, crows, bluebirds, wrens, warblers, blackbirds, orioles, goldfinches, swallows, sparrows, ducks, quail, grouse, pheasants, hummingbirds, falcons, gulls, and ospreys are some of the other birds that can be found.
Several reptiles can be found, including eleven species of lizards and eight species of snake (including the midget faded rattlesnake). The common kingsnake and prairie rattlesnake have been reported in the park, but not confirmed by the National Park Service.
The park is home to six confirmed amphibian species, including the red-spotted toad, Woodhouse's toad, American bullfrog, northern leopard frog, Great Basin spadefoot toad, and tiger salamander. The canyon tree frog was reported to be in the park in 2000, but was not confirmed during a study in 2004.
Canyonlands National Park contains a wide variety of plant life, including 11 cactus species,[34] 20 moss species, liverworts, grasses and wildflowers. Varieties of trees include netleaf hackberry, Russian olive, Utah juniper, pinyon pine, tamarisk, and Fremont's cottonwood. Shrubs include Mormon tea, blackbrush, four-wing saltbush, cliffrose, littleleaf mountain mahogany, and snakeweed
Cryptobiotic soil is the foundation of life in Canyonlands, providing nitrogen fixation and moisture for plant seeds. One footprint can destroy decades of growth.
According to the Köppen climate classification system, Canyonlands National Park has a cold semi-arid climate ("BSk"). The plant hardiness zones at the Island in the Sky and Needles District Visitor Centers are 7a with an average annual extreme minimum air temperature of 4.0 °F (-15.6 °C) and 2.9 °F (-16.2 °C), respectively.
The National Weather Service has maintained two cooperative weather stations in the park since June 1965. Official data documents the desert climate with less than 10 inches (250 millimetres) of annual rainfall, as well as hot, mostly dry summers and cold, occasionally wet winters. Snowfall is generally light during the winter.
The station in The Neck region reports an average January temperature of 29.6 °F and an average July temperature of 79.3 °F. Average July temperatures range from a high of 90.8 °F (32.7 °C) to a low of 67.9 °F (19.9 °C). There are an average of 45.7 days with highs of 90 °F (32 °C) or higher and an average of 117.3 days with lows of 32 °F (0 °C) or lower. The highest recorded temperature was 105 °F (41 °C) on July 15, 2005, and the lowest recorded temperature was −13 °F (−25 °C) on February 6, 1989. Average annual precipitation is 9.33 inches (237 mm). There are an average of 59 days with measurable precipitation. The wettest year was 1984, with 13.66 in (347 mm), and the driest year was 1989, with 4.63 in (118 mm). The most precipitation in one month was 5.19 in (132 mm) in October 2006. The most precipitation in 24 hours was 1.76 in (45 mm) on April 9, 1978. Average annual snowfall is 22.8 in (58 cm). The most snowfall in one year was 47.4 in (120 cm) in 1975, and the most snowfall in one month was 27.0 in (69 cm) in January 1978.
The station in The Needles region reports an average January temperature of 29.7 °F and an average July temperature of 79.1 °F.[44] Average July temperatures range from a high of 95.4 °F (35.2 °C) to a low of 62.4 °F (16.9 °C). There are an average of 75.4 days with highs of 90 °F (32 °C) or higher and an average of 143.6 days with lows of 32 °F (0 °C) or lower. The highest recorded temperature was 107 °F (42 °C) on July 13, 1971, and the lowest recorded temperature was −16 °F (−27 °C) on January 16, 1971. Average annual precipitation is 8.49 in (216 mm). There are an average of 56 days with measurable precipitation. The wettest year was 1969, with 11.19 in (284 mm), and the driest year was 1989, with 4.25 in (108 mm). The most precipitation in one month was 4.43 in (113 mm) in October 1972. The most precipitation in 24 hours was 1.56 in (40 mm) on September 17, 1999. Average annual snowfall is 14.4 in (37 cm). The most snowfall in one year was 39.3 in (100 cm) in 1975, and the most snowfall in one month was 24.0 in (61 cm) in March 1985.
National parks in the Western US are more affected by climate change than the country as a whole, and the National Park Service has begun research into how exactly this will effect the ecosystem of Canyonlands National Park and the surrounding areas and ways to protect the park for the future. The mean annual temperature of Canyonlands National Park increased by 2.6 °F (1.4 °C) from 1916 to 2018. It is predicted that if current warming trends continue, the average highs in the park during the summer will be over 100 °F (40 °C) by 2100. In addition to warming, the region has begun to see more severe and frequent droughts which causes native grass cover to decrease and a lower flow of the Colorado River. The flows of the Upper Colorado Basin have decreased by 300,000 acre⋅ft (370,000,000 m3) per year, which has led to a decreased amount of sediment carried by the river and rockier rapids which are more frequently impassable to rafters. The area has also begun to see an earlier spring, which will lead to changes in the timing of leaves and flowers blooming and migrational patterns of wildlife that could lead to food shortages for the wildlife, as well as a longer fire season.
The National Park Service is currently closely monitoring the impacts of climate change in Canyonlands National Park in order to create management strategies that will best help conserve the park's landscapes and ecosystems for the long term. Although the National Park Service's original goal was to preserve landscapes as they were before European colonization, they have now switched to a more adaptive management strategy with the ultimate goal of conserving the biodiversity of the park. The NPS is collaborating with other organizations including the US Geological Survey, local indigenous tribes, and nearby universities in order to create a management plan for the national park. Right now, there is a focus on research into which native plants will be most resistant to climate change so that the park can decide on what to prioritize in conservation efforts. The Canyonlands Natural History Association has been giving money to the US Geological Survey to fund this and other climate related research. They gave $30,000 in 2019 and $61,000 in 2020.
A subsiding basin and nearby uplifting mountain range (the Uncompahgre) existed in the area in Pennsylvanian time. Seawater trapped in the subsiding basin created thick evaporite deposits by Mid Pennsylvanian. This, along with eroded material from the nearby mountain range, became the Paradox Formation, itself a part of the Hermosa Group. Paradox salt beds started to flow later in the Pennsylvanian and probably continued to move until the end of the Jurassic. Some scientists believe Upheaval Dome was created from Paradox salt bed movement, creating a salt dome, but more modern studies show that the meteorite theory is more likely to be correct.
A warm shallow sea again flooded the region near the end of the Pennsylvanian. Fossil-rich limestones, sandstones, and shales of the gray-colored Honaker Trail Formation resulted. A period of erosion then ensued, creating a break in the geologic record called an unconformity. Early in the Permian an advancing sea laid down the Halgaito Shale. Coastal lowlands later returned to the area, forming the Elephant Canyon Formation.
Large alluvial fans filled the basin where it met the Uncompahgre Mountains, creating the Cutler red beds of iron-rich arkose sandstone. Underwater sand bars and sand dunes on the coast inter-fingered with the red beds and later became the white-colored cliff-forming Cedar Mesa Sandstone. Brightly colored oxidized muds were then deposited, forming the Organ Rock Shale. Coastal sand dunes and marine sand bars once again became dominant, creating the White Rim Sandstone.
A second unconformity was created after the Permian sea retreated. Flood plains on an expansive lowland covered the eroded surface and mud built up in tidal flats, creating the Moenkopi Formation. Erosion returned, forming a third unconformity. The Chinle Formation was then laid down on top of this eroded surface.
Increasingly dry climates dominated the Triassic. Therefore, sand in the form of sand dunes invaded and became the Wingate Sandstone. For a time climatic conditions became wetter and streams cut channels through the sand dunes, forming the Kayenta Formation. Arid conditions returned to the region with a vengeance; a large desert spread over much of western North America and later became the Navajo Sandstone. A fourth unconformity was created by a period of erosion.
Mud flats returned, forming the Carmel Formation, and the Entrada Sandstone was laid down next. A long period of erosion stripped away most of the San Rafael Group in the area, along with any formations that may have been laid down in the Cretaceous period.
The Laramide orogeny started to uplift the Rocky Mountains 70 million years ago and with it, the Canyonlands region. Erosion intensified and when the Colorado River Canyon reached the salt beds of the Paradox Formation the overlying strata extended toward the river canyon, forming features such as The Grabens. Increased precipitation during the ice ages of the Pleistocene quickened the rate of canyon excavation along with other erosion. Similar types of erosion are ongoing, but occur at a slower rate.
Utah is a landlocked state in the Mountain West subregion of the Western United States. It borders Colorado to its east, Wyoming to its northeast, Idaho to its north, Arizona to its south, and Nevada to its west. Utah also touches a corner of New Mexico in the southeast. Of the fifty U.S. states, Utah is the 13th-largest by area; with a population over three million, it is the 30th-most-populous and 11th-least-densely populated. Urban development is mostly concentrated in two areas: the Wasatch Front in the north-central part of the state, which is home to roughly two-thirds of the population and includes the capital city, Salt Lake City; and Washington County in the southwest, with more than 180,000 residents. Most of the western half of Utah lies in the Great Basin.
Utah has been inhabited for thousands of years by various indigenous groups such as the ancient Puebloans, Navajo, and Ute. The Spanish were the first Europeans to arrive in the mid-16th century, though the region's difficult geography and harsh climate made it a peripheral part of New Spain and later Mexico. Even while it was Mexican territory, many of Utah's earliest settlers were American, particularly Mormons fleeing marginalization and persecution from the United States via the Mormon Trail. Following the Mexican–American War in 1848, the region was annexed by the U.S., becoming part of the Utah Territory, which included what is now Colorado and Nevada. Disputes between the dominant Mormon community and the federal government delayed Utah's admission as a state; only after the outlawing of polygamy was it admitted in 1896 as the 45th.
People from Utah are known as Utahns. Slightly over half of all Utahns are Mormons, the vast majority of whom are members of the Church of Jesus Christ of Latter-day Saints (LDS Church), which has its world headquarters in Salt Lake City; Utah is the only state where a majority of the population belongs to a single church. A 2023 paper challenged this perception (claiming only 42% of Utahns are Mormons) however most statistics still show a majority of Utah residents belong to the LDS church; estimates from the LDS church suggests 60.68% of Utah's population belongs to the church whilst some sources put the number as high as 68%. The paper replied that membership count done by the LDS Church is too high for several reasons. The LDS Church greatly influences Utahn culture, politics, and daily life, though since the 1990s the state has become more religiously diverse as well as secular.
Utah has a highly diversified economy, with major sectors including transportation, education, information technology and research, government services, mining, multi-level marketing, and tourism. Utah has been one of the fastest growing states since 2000, with the 2020 U.S. census confirming the fastest population growth in the nation since 2010. St. George was the fastest-growing metropolitan area in the United States from 2000 to 2005. Utah ranks among the overall best states in metrics such as healthcare, governance, education, and infrastructure. It has the 12th-highest median average income and the least income inequality of any U.S. state. Over time and influenced by climate change, droughts in Utah have been increasing in frequency and severity, putting a further strain on Utah's water security and impacting the state's economy.
The History of Utah is an examination of the human history and social activity within the state of Utah located in the western United States.
Archaeological evidence dates the earliest habitation of humans in Utah to about 10,000 to 12,000 years ago. Paleolithic people lived near the Great Basin's swamps and marshes, which had an abundance of fish, birds, and small game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. Over the centuries, the mega-fauna died, this population was replaced by the Desert Archaic people, who sheltered in caves near the Great Salt Lake. Relying more on gathering than the previous Utah residents, their diet was mainly composed of cattails and other salt tolerant plants such as pickleweed, burro weed and sedge. Red meat appears to have been more of a luxury, although these people used nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Artifacts include nets woven with plant fibers and rabbit skin, woven sandals, gaming sticks, and animal figures made from split-twigs. About 3,500 years ago, lake levels rose and the population of Desert Archaic people appears to have dramatically decreased. The Great Basin may have been almost unoccupied for 1,000 years.
The Fremont culture, named from sites near the Fremont River in Utah, lived in what is now north and western Utah and parts of Nevada, Idaho and Colorado from approximately 600 to 1300 AD. These people lived in areas close to water sources that had been previously occupied by the Desert Archaic people, and may have had some relationship with them. However, their use of new technologies define them as a distinct people. Fremont technologies include:
use of the bow and arrow while hunting,
building pithouse shelters,
growing maize and probably beans and squash,
building above ground granaries of adobe or stone,
creating and decorating low-fired pottery ware,
producing art, including jewelry and rock art such as petroglyphs and pictographs.
The ancient Puebloan culture, also known as the Anasazi, occupied territory adjacent to the Fremont. The ancestral Puebloan culture centered on the present-day Four Corners area of the Southwest United States, including the San Juan River region of Utah. Archaeologists debate when this distinct culture emerged, but cultural development seems to date from about the common era, about 500 years before the Fremont appeared. It is generally accepted that the cultural peak of these people was around the 1200 CE. Ancient Puebloan culture is known for well constructed pithouses and more elaborate adobe and masonry dwellings. They were excellent craftsmen, producing turquoise jewelry and fine pottery. The Puebloan culture was based on agriculture, and the people created and cultivated fields of maize, beans, and squash and domesticated turkeys. They designed and produced elaborate field terracing and irrigation systems. They also built structures, some known as kivas, apparently designed solely for cultural and religious rituals.
These two later cultures were roughly contemporaneous, and appear to have established trading relationships. They also shared enough cultural traits that archaeologists believe the cultures may have common roots in the early American Southwest. However, each remained culturally distinct throughout most of their existence. These two well established cultures appear to have been severely impacted by climatic change and perhaps by the incursion of new people in about 1200 CE. Over the next two centuries, the Fremont and ancient Pueblo people may have moved into the American southwest, finding new homes and farmlands in the river drainages of Arizona, New Mexico and northern Mexico.
In about 1200, Shoshonean speaking peoples entered Utah territory from the west. They may have originated in southern California and moved into the desert environment due to population pressure along the coast. They were an upland people with a hunting and gathering lifestyle utilizing roots and seeds, including the pinyon nut. They were also skillful fishermen, created pottery and raised some crops. When they first arrived in Utah, they lived as small family groups with little tribal organization. Four main Shoshonean peoples inhabited Utah country. The Shoshone in the north and northeast, the Gosiutes in the northwest, the Utes in the central and eastern parts of the region and the Southern Paiutes in the southwest. Initially, there seems to have been very little conflict between these groups.
In the early 16th century, the San Juan River basin in Utah's southeast also saw a new people, the Díne or Navajo, part of a greater group of plains Athabaskan speakers moved into the Southwest from the Great Plains. In addition to the Navajo, this language group contained people that were later known as Apaches, including the Lipan, Jicarilla, and Mescalero Apaches.
Athabaskans were a hunting people who initially followed the bison, and were identified in 16th-century Spanish accounts as "dog nomads". The Athabaskans expanded their range throughout the 17th century, occupying areas the Pueblo peoples had abandoned during prior centuries. The Spanish first specifically mention the "Apachu de Nabajo" (Navaho) in the 1620s, referring to the people in the Chama valley region east of the San Juan River, and north west of Santa Fe. By the 1640s, the term Navaho was applied to these same people. Although the Navajo newcomers established a generally peaceful trading and cultural exchange with the some modern Pueblo peoples to the south, they experienced intermittent warfare with the Shoshonean peoples, particularly the Utes in eastern Utah and western Colorado.
At the time of European expansion, beginning with Spanish explorers traveling from Mexico, five distinct native peoples occupied territory within the Utah area: the Northern Shoshone, the Goshute, the Ute, the Paiute and the Navajo.
The Spanish explorer Francisco Vázquez de Coronado may have crossed into what is now southern Utah in 1540, when he was seeking the legendary Cíbola.
A group led by two Spanish Catholic priests—sometimes called the Domínguez–Escalante expedition—left Santa Fe in 1776, hoping to find a route to the California coast. The expedition traveled as far north as Utah Lake and encountered the native residents. All of what is now Utah was claimed by the Spanish Empire from the 1500s to 1821 as part of New Spain (later as the province Alta California); and subsequently claimed by Mexico from 1821 to 1848. However, Spain and Mexico had little permanent presence in, or control of, the region.
Fur trappers (also known as mountain men) including Jim Bridger, explored some regions of Utah in the early 19th century. The city of Provo was named for one such man, Étienne Provost, who visited the area in 1825. The city of Ogden, Utah is named for a brigade leader of the Hudson's Bay Company, Peter Skene Ogden who trapped in the Weber Valley. In 1846, a year before the arrival of members from the Church of Jesus Christ of latter-day Saints, the ill-fated Donner Party crossed through the Salt Lake valley late in the season, deciding not to stay the winter there but to continue forward to California, and beyond.
Members of the Church of Jesus Christ of Latter-day Saints, commonly known as Mormon pioneers, first came to the Salt Lake Valley on July 24, 1847. At the time, the U.S. had already captured the Mexican territories of Alta California and New Mexico in the Mexican–American War and planned to keep them, but those territories, including the future state of Utah, officially became United States territory upon the signing of the Treaty of Guadalupe Hidalgo, February 2, 1848. The treaty was ratified by the United States Senate on March 10, 1848.
Upon arrival in the Salt Lake Valley, the Mormon pioneers found no permanent settlement of Indians. Other areas along the Wasatch Range were occupied at the time of settlement by the Northwestern Shoshone and adjacent areas by other bands of Shoshone such as the Gosiute. The Northwestern Shoshone lived in the valleys on the eastern shore of Great Salt Lake and in adjacent mountain valleys. Some years after arriving in the Salt Lake Valley Mormons, who went on to colonize many other areas of what is now Utah, were petitioned by Indians for recompense for land taken. The response of Heber C. Kimball, first counselor to Brigham Young, was that the land belonged to "our Father in Heaven and we expect to plow and plant it." A 1945 Supreme Court decision found that the land had been treated by the United States as public domain; no aboriginal title by the Northwestern Shoshone had been recognized by the United States or extinguished by treaty with the United States.
Upon arriving in the Salt Lake Valley, the Mormons had to make a place to live. They created irrigation systems, laid out farms, built houses, churches, and schools. Access to water was crucially important. Almost immediately, Brigham Young set out to identify and claim additional community sites. While it was difficult to find large areas in the Great Basin where water sources were dependable and growing seasons long enough to raise vitally important subsistence crops, satellite communities began to be formed.
Shortly after the first company arrived in the Salt Lake Valley in 1847, the community of Bountiful was settled to the north. In 1848, settlers moved into lands purchased from trapper Miles Goodyear in present-day Ogden. In 1849, Tooele and Provo were founded. Also that year, at the invitation of Ute chief Wakara, settlers moved into the Sanpete Valley in central Utah to establish the community of Manti. Fillmore, Utah, intended to be the capital of the new territory, was established in 1851. In 1855, missionary efforts aimed at western native cultures led to outposts in Fort Lemhi, Idaho, Las Vegas, Nevada and Elk Mountain in east-central Utah.
The experiences of returning members of the Mormon Battalion were also important in establishing new communities. On their journey west, the Mormon soldiers had identified dependable rivers and fertile river valleys in Colorado, Arizona and southern California. In addition, as the men traveled to rejoin their families in the Salt Lake Valley, they moved through southern Nevada and the eastern segments of southern Utah. Jefferson Hunt, a senior Mormon officer of the Battalion, actively searched for settlement sites, minerals, and other resources. His report encouraged 1851 settlement efforts in Iron County, near present-day Cedar City. These southern explorations eventually led to Mormon settlements in St. George, Utah, Las Vegas and San Bernardino, California, as well as communities in southern Arizona.
Prior to establishment of the Oregon and California trails and Mormon settlement, Indians native to the Salt Lake Valley and adjacent areas lived by hunting buffalo and other game, but also gathered grass seed from the bountiful grass of the area as well as roots such as those of the Indian Camas. By the time of settlement, indeed before 1840, the buffalo were gone from the valley, but hunting by settlers and grazing of cattle severely impacted the Indians in the area, and as settlement expanded into nearby river valleys and oases, indigenous tribes experienced increasing difficulty in gathering sufficient food. Brigham Young's counsel was to feed the hungry tribes, and that was done, but it was often not enough. These tensions formed the background to the Bear River massacre committed by California Militia stationed in Salt Lake City during the Civil War. The site of the massacre is just inside Preston, Idaho, but was generally thought to be within Utah at the time.
Statehood was petitioned for in 1849-50 using the name Deseret. The proposed State of Deseret would have been quite large, encompassing all of what is now Utah, and portions of Colorado, Idaho, Nevada, Wyoming, Arizona, Oregon, New Mexico and California. The name of Deseret was favored by the LDS leader Brigham Young as a symbol of industry and was derived from a reference in the Book of Mormon. The petition was rejected by Congress and Utah did not become a state until 1896, following the Utah Constitutional Convention of 1895.
In 1850, the Utah Territory was created with the Compromise of 1850, and Fillmore (named after President Fillmore) was designated the capital. In 1856, Salt Lake City replaced Fillmore as the territorial capital.
The first group of pioneers brought African slaves with them, making Utah the only place in the western United States to have African slavery. Three slaves, Green Flake, Hark Lay, and Oscar Crosby, came west with this first group in 1847. The settlers also began to purchase Indian slaves in the well-established Indian slave trade, as well as enslaving Indian prisoners of war. In 1850, 26 slaves were counted in Salt Lake County. Slavery didn't become officially recognized until 1852, when the Act in Relation to Service and the Act for the relief of Indian Slaves and Prisoners were passed. Slavery was repealed on June 19, 1862, when Congress prohibited slavery in all US territories.
Disputes between the Mormon inhabitants and the federal government intensified after the Church of Jesus Christ of Latter-day Saints' practice of polygamy became known. The polygamous practices of the Mormons, which were made public in 1854, would be one of the major reasons Utah was denied statehood until almost 50 years after the Mormons had entered the area.
After news of their polygamous practices spread, the members of the LDS Church were quickly viewed by some as un-American and rebellious. In 1857, after news of a possible rebellion spread, President James Buchanan sent troops on the Utah expedition to quell the growing unrest and to replace Brigham Young as territorial governor with Alfred Cumming. The expedition was also known as the Utah War.
As fear of invasion grew, Mormon settlers had convinced some Paiute Indians to aid in a Mormon-led attack on 120 immigrants from Arkansas under the guise of Indian aggression. The murder of these settlers became known as the Mountain Meadows massacre. The Mormon leadership had adopted a defensive posture that led to a ban on the selling of grain to outsiders in preparation for an impending war. This chafed pioneers traveling through the region, who were unable to purchase badly needed supplies. A disagreement between some of the Arkansas pioneers and the Mormons in Cedar City led to the secret planning of the massacre by a few Mormon leaders in the area. Some scholars debate the involvement of Brigham Young. Only one man, John D. Lee, was ever convicted of the murders, and he was executed at the massacre site.
Express riders had brought the news 1,000 miles from the Missouri River settlements to Salt Lake City within about two weeks of the army's beginning to march west. Fearing the worst as 2,500 troops (roughly 1/3rd of the army then) led by General Albert Sidney Johnston started west, Brigham Young ordered all residents of Salt Lake City and neighboring communities to prepare their homes for burning and evacuate southward to Utah Valley and southern Utah. Young also sent out a few units of the Nauvoo Legion (numbering roughly 8,000–10,000), to delay the army's advance. The majority he sent into the mountains to prepare defenses or south to prepare for a scorched earth retreat. Although some army wagon supply trains were captured and burned and herds of army horses and cattle run off no serious fighting occurred. Starting late and short on supplies, the United States Army camped during the bitter winter of 1857–58 near a burned out Fort Bridger in Wyoming. Through the negotiations between emissary Thomas L. Kane, Young, Cumming and Johnston, control of Utah territory was peacefully transferred to Cumming, who entered an eerily vacant Salt Lake City in the spring of 1858. By agreement with Young, Johnston established the army at Fort Floyd 40 miles away from Salt Lake City, to the southwest.
Salt Lake City was the last link of the First Transcontinental Telegraph, between Carson City, Nevada and Omaha, Nebraska completed in October 1861. Brigham Young, who had helped expedite construction, was among the first to send a message, along with Abraham Lincoln and other officials. Soon after the telegraph line was completed, the Deseret Telegraph Company built the Deseret line connecting the settlements in the territory with Salt Lake City and, by extension, the rest of the United States.
Because of the American Civil War, federal troops were pulled out of Utah Territory (and their fort auctioned off), leaving the territorial government in federal hands without army backing until General Patrick E. Connor arrived with the 3rd Regiment of California Volunteers in 1862. While in Utah, Connor and his troops soon became discontent with this assignment wanting to head to Virginia where the "real" fighting and glory was occurring. Connor established Fort Douglas just three miles (5 km) east of Salt Lake City and encouraged his bored and often idle soldiers to go out and explore for mineral deposits to bring more non-Mormons into the state. Minerals were discovered in Tooele County, and some miners began to come to the territory. Conner also solved the Shoshone Indian problem in Cache Valley Utah by luring the Shoshone into a midwinter confrontation on January 29, 1863. The armed conflict quickly turned into a rout, discipline among the soldiers broke down, and the Battle of Bear River is today usually referred to by historians as the Bear River Massacre. Between 200 and 400 Shoshone men, women and children were killed, as were 27 soldiers, with over 50 more soldiers wounded or suffering from frostbite.
Beginning in 1865, Utah's Black Hawk War developed into the deadliest conflict in the territory's history. Chief Antonga Black Hawk died in 1870, but fights continued to break out until additional federal troops were sent in to suppress the Ghost Dance of 1872. The war is unique among Indian Wars because it was a three-way conflict, with mounted Timpanogos Utes led by Antonga Black Hawk fighting federal and Utah local militia.
On May 10, 1869, the First transcontinental railroad was completed at Promontory Summit, north of the Great Salt Lake. The railroad brought increasing numbers of people into the state, and several influential businessmen made fortunes in the territory.
Main article: Latter Day Saint polygamy in the late-19th century
During the 1870s and 1880s, federal laws were passed and federal marshals assigned to enforce the laws against polygamy. In the 1890 Manifesto, the LDS Church leadership dropped its approval of polygamy citing divine revelation. When Utah applied for statehood again in 1895, it was accepted. Statehood was officially granted on January 4, 1896.
The Mormon issue made the situation for women the topic of nationwide controversy. In 1870 the Utah Territory, controlled by Mormons, gave women the right to vote. However, in 1887, Congress disenfranchised Utah women with the Edmunds–Tucker Act. In 1867–96, eastern activists promoted women's suffrage in Utah as an experiment, and as a way to eliminate polygamy. They were Presbyterians and other Protestants convinced that Mormonism was a non-Christian cult that grossly mistreated women. The Mormons promoted woman suffrage to counter the negative image of downtrodden Mormon women. With the 1890 Manifesto clearing the way for statehood, in 1895 Utah adopted a constitution restoring the right of women's suffrage. Congress admitted Utah as a state with that constitution in 1896.
Though less numerous than other intermountain states at the time, several lynching murders for alleged misdeeds occurred in Utah territory at the hand of vigilantes. Those documented include the following, with their ethnicity or national origin noted in parentheses if it was provided in the source:
William Torrington in Carson City (then a part of Utah territory), 1859
Thomas Coleman (Black man) in Salt Lake City, 1866
3 unidentified men at Wahsatch, winter of 1868
A Black man in Uintah, 1869
Charles A. Benson in Logan, 1873
Ah Sing (Chinese man) in Corinne, 1874
Thomas Forrest in St. George, 1880
William Harvey (Black man) in Salt Lake City, 1883
John Murphy in Park City, 1883
George Segal (Japanese man) in Ogden, 1884
Joseph Fisher in Eureka, 1886
Robert Marshall (Black man) in Castle Gate, 1925
Other lynchings in Utah territory include multiple instances of mass murder of Native American children, women, and men by White settlers including the Battle Creek massacre (1849), Provo River Massacre (1850), Nephi massacre (1853), and Circleville Massacre (1866).
Beginning in the early 20th century, with the establishment of such national parks as Bryce Canyon National Park and Zion National Park, Utah began to become known for its natural beauty. Southern Utah became a popular filming spot for arid, rugged scenes, and such natural landmarks as Delicate Arch and "the Mittens" of Monument Valley are instantly recognizable to most national residents. During the 1950s, 1960s, and 1970s, with the construction of the Interstate highway system, accessibility to the southern scenic areas was made easier.
Beginning in 1939, with the establishment of Alta Ski Area, Utah has become world-renowned for its skiing. The dry, powdery snow of the Wasatch Range is considered some of the best skiing in the world. Salt Lake City won the bid for the 2002 Winter Olympics in 1995, and this has served as a great boost to the economy. The ski resorts have increased in popularity, and many of the Olympic venues scattered across the Wasatch Front continue to be used for sporting events. This also spurred the development of the light-rail system in the Salt Lake Valley, known as TRAX, and the re-construction of the freeway system around the city.
During the late 20th century, the state grew quickly. In the 1970s, growth was phenomenal in the suburbs. Sandy was one of the fastest-growing cities in the country at that time, and West Valley City is the state's 2nd most populous city. Today, many areas of Utah are seeing phenomenal growth. Northern Davis, southern and western Salt Lake, Summit, eastern Tooele, Utah, Wasatch, and Washington counties are all growing very quickly. Transportation and urbanization are major issues in politics as development consumes agricultural land and wilderness areas.
In 2012, the State of Utah passed the Utah Transfer of Public Lands Act in an attempt to gain control over a substantial portion of federal land in the state from the federal government, based on language in the Utah Enabling Act of 1894. The State does not intend to use force or assert control by limiting access in an attempt to control the disputed lands, but does intend to use a multi-step process of education, negotiation, legislation, and if necessary, litigation as part of its multi-year effort to gain state or private control over the lands after 2014.
Utah families, like most Americans everywhere, did their utmost to assist in the war effort. Tires, meat, butter, sugar, fats, oils, coffee, shoes, boots, gasoline, canned fruits, vegetables, and soups were rationed on a national basis. The school day was shortened and bus routes were reduced to limit the number of resources used stateside and increase what could be sent to soldiers.
Geneva Steel was built to increase the steel production for America during World War II. President Franklin D. Roosevelt had proposed opening a steel mill in Utah in 1936, but the idea was shelved after a couple of months. After the attack on Pearl Harbor, the United States entered the war and the steel plant was put into progress. In April 1944, Geneva shipped its first order, which consisted of over 600 tons of steel plate. Geneva Steel also brought thousands of job opportunities to Utah. The positions were hard to fill as many of Utah's men were overseas fighting. Women began working, filling 25 percent of the jobs.
As a result of Utah's and Geneva Steels contribution during the war, several Liberty Ships were named in honor of Utah including the USS Joseph Smith, USS Brigham Young, USS Provo, and the USS Peter Skene Ogden.
One of the sectors of the beachhead of Normandy Landings was codenamed Utah Beach, and the amphibious landings at the beach were undertaken by United States Army troops.
It is estimated that 1,450 soldiers from Utah were killed in the war.
Writing a plan and sticking to it.
As a reminder, keep in mind that this picture is available only for non-commercial use and that visible attribution is required. If you'd like to use this photo outside these terms, please contact me ahead of time to arrange for a paid license.
The Chicago Alternative Policing Strategy (CAPS) was implemented in 1993.
The five-step process:
1) identifying and prioritizing problems
2) analyzing problems
3) strategizing designs to deal with problems
4) implementing a plan
5) evaluating effectiveness
1:64 GreenLight Collectibles:
1995 Ford Crown Victoria Police Interceptor
Chicago Police Department
City of Chicago, Illinois, USA
Vehicle #7733
Hot Pursuit Series 36
Olympus OM-D E-M5 Mark II
Olympus M.14-42mm F3.5-5.6 II R
For more info about the dioramas, check out the FAQ: 1stPix FAQ
"In Sophocles' play Antigone, the central conflict arises from the clash between Antigone and Creon, who embody opposing values: family loyalty versus the authority of the state. Antigone prioritizes her familial duty to bury her brother Polynices, despite Creon's decree forbidding it. Creon, as king, prioritizes upholding the law and order of Thebes, viewing Polynices as a traitor. This leads to a tragic conflict where both characters, driven by their strong convictions, ultimately face devastating consequences..."
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In June 2020, after experiencing a devastating spring due to COVID, New York State announced that certain businesses could begin partially opening again. New York City’s response included a program called Open Restaurants, which allowed restaurants to use sidewalks and parking spaces for outdoor, socially distant dining. Owners quickly built temporary enclosures in the streets in front of their businesses to try and recover from months of shutdown. Small stretches of Brooklyn in early 2021 display the variety and feel of these enclosures. Hopefully, the Open Restaurants initiative will help these businesses to survive and may even lead to a more permanent reorienting of streets to prioritize people over cars.
In June 2020, after experiencing a devastating spring due to COVID, New York State announced that certain businesses could begin partially opening again. New York City’s response included a program called Open Restaurants, which allowed restaurants to use sidewalks and parking spaces for outdoor, socially distant dining. Owners quickly built temporary enclosures in the streets in front of their businesses to try and recover from months of shutdown. Small stretches of Brooklyn in early 2021 display the variety and feel of these enclosures. Hopefully, the Open Restaurants initiative will help these businesses to survive and may even lead to a more permanent reorienting of streets to prioritize people over cars.
Renovations made better by prescence of cyclist. Even when roadworks are underway, the safe, separated infrastructure that is the hallmark of every established bicycle culture is prioritized.
Copenhagenize - Copenhagen Bike Culture Blog
I don’t really like to “rank” or “prioritize” music because it is not always as simple as comparing apples to apples. That being said, this is definitely one of my favorite albums I got for Christmas. Pink Floyd has always had some amazing talent- whether it’s some or all of the members- there’s some wonderful craftsmanship on this album!
Theme: Music To My Ears
Year Seven Of My 365 Project
SUN VALLEY - LAFD responded to 9360 North Telfair Avenue at 1:02 AM on Wednesday, June 9, 2021 for an auto fire that spread into nearby vegetation. Firefighters prioritized the brush first, then extinguished the burning auto, without injury. The cause of the fire is yet to be determined.
© Photo by Ismael Miranda
LAFD Incident: 060921-0073
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
2016–present 320 PS (235 kW; 316 hp) @5700 400 N⋅m (300 lb⋅ft) @2200–5400 1,969 cc (120.2 in3)
Inline 4 with turbocharger
and supercharger
Starting with the 2018 model year, all Volvo S90s sold in Canada and the USA will be of the long-wheelbase variety, which are assembled in China, a market that prioritizes rear-seat accommodations. Volvo’s familiar 400-hp T8 Twin Engine plug-in-hybrid powertrain also is joining the lineup, sitting at the top of the range above the existing 250-hp T5 and 316-hp T6 choices.
For a video; youtu.be/rSFURhQp_0Q
Fatima-Zahra Ma-el-ainin, Advisory Council, Rabat Hub, Morocco, speaking in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico
Fatima-Zahra Ma-el-ainin, Advisory Council, Rabat Hub, Morocco, speaking in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico
High Line is an elevated railway line owned by the City of New York, today it is a 1.45-mile-long linear public park maintained, operated, and programmed by Friends of the High Line, in partnership with the New York City Department of Parks & Recreation, on Tuesday, September 15, 2015. High Line was opened in 1934 and moved goods to and from Manhattan’s largest industrial district until 1980. The third and final phase officially opened to the public on September 21, 2014. The High Line's green roof system with drip irrigation is designed to allow the planting beds to retain as much water as possible; because many of the plants are drought-tolerant, they need little supplemental watering. When supplemental watering is needed, hand watering is used so as to tailor the amount of water to the needs of individual species and weather conditions, and to conserve water. High Line is independently funded from U.S. Department of Agriculture (USDA) Forest Service (USFS). Urban forestry and green spaces are priority areas for USFS. With 80 percent* of the nation's population in urban areas, there are strong environmental, social, and economic cases to be made for the conservation of green spaces to guide growth and revitalize city centers and older suburbs. Urban forests broadly include urban parks, street trees, landscaped boulevards, public gardens, river and coastal promenades, greenways, river corridors, wetlands, nature preserves, natural areas, shelter belts of trees and working trees at industrial brownfield sites. Urban forests are dynamic ecosystems that provide needed environmental services by cleaning air and water helping to control storm water, and conserving energy. They add form, structure, beauty and breathing room to urban design, reduce noise, separate incompatible uses, provide places to recreate, strengthen social cohesion, leverage community revitalization, and add economic value to our communities. Urban forests, through planned connections of green spaces, form the green infrastructure system on which communities depend. Green infrastructure works at multiple scales from the neighborhood to the metro area up to the regional landscape. This natural life support system sustains clean air and water, biodiversity, habitat, nesting and travel corridors for wildlife, and connects people to nature. Urban forests, through planned connections of green spaces, form the green infrastructure system on which communities depend. Urban and Community Forestry (UCF) is a cooperative program of the US Forest Service that focuses on the stewardship of urban natural resources. UCF provides technical, financial, research and educational services to local government, non-profit organizations community groups, educational institutions, and tribal governments. The program is delivered through its legislative partners, the state forestry agencies in 59 states and US territories. Forest Service cooperative programs are currently being redesigned to make more effective use of federal resources. Programs will be focused on issues and landscapes of national importance and prioritized through state and regional assessments. Over the next five years an increasing percentage of funding will be focused on landscape scale projects. Three national themes provide a framework for this work: conserve working forest landscapes; protect forests from harm; and enhance benefits associated with trees and forests. More information and upcoming webinars on December 9, 2015 | 1:00pm-2:15pm ET; January 13, 2016 | 1:00pm-2:15pm ET; and February 10, 2016 | 1:00pm-2:15pm ET can be seen at *http://www.fs.fed.us/ucf/program.shtml. USDA Photo By Lance Cheung.
After leading NS 181 into Decatur, IL NS 145 split its train into a very small prioritized 145 from Decatur, IL to KC train. It is seen here coming out of the yard in Decatur, IL passing through "Wabic" heading for KC on 5-14-2013.
In June 2020, after experiencing a devastating spring due to COVID, New York State announced that certain businesses could begin partially opening again. New York City’s response included a program called Open Restaurants, which allowed restaurants to use sidewalks and parking spaces for outdoor, socially distant dining. Owners quickly built temporary enclosures in the streets in front of their businesses to try and recover from months of shutdown. A small stretch of Brooklyn in February 2021 showed the variety and feel of these enclosures. Hopefully, the Open Restaurants initiative will help these businesses to survive and may even lead to a more permanent reorienting of streets to prioritize people over cars.
SUN VALLEY - LAFD responded to 9360 North Telfair Avenue at 1:02 AM on Wednesday, June 9, 2021 for an auto fire that spread into nearby vegetation. Firefighters prioritized the brush first, then extinguished the burning auto, without injury. The cause of the fire is yet to be determined.
© Photo by Ismael Miranda
LAFD Incident: 060921-0073
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
Posted for the Jules Photo Challenge for January 2017.
The challenge is to post 5 things you love about yourself & 2 things you dislike about yourself during the 22nd to the 28th.
For a 'dislike' I decided upon "difficulty completing things". Perhaps not entirely accurate as some things just seem to take longer than others to do. And some take so long they never seem to get done. Thankfully this is not the case with all projects (prioritization sometimes prevails). It sure can be frustrating as things begin to build up.
Sydney, AUSTRÀLIA 2023
George Street is the oldest and one of the main arteries of Sydney, running north-to-south through the central business district. It was the first road laid out in the colony, and today it is one of Australia's busiest streets. The street connects key locations such as the historic precinct of The Rocks, the bustling Circular Quay, the hub of Martin Place, and the Chinatown area near Central Station. Along its 3-kilometer length, you can find skyscrapers, shopping centers, historic pubs, and cinemas. Recently, a significant portion of the street has been pedestrianized to prioritize public transport and walkers. This change has transformed the street into a vibrant, lively boulevard.
Fatima-Zahra Ma-el-ainin, Advisory Council, Rabat Hub, Morocco, speaking in the Prioritizing Mental Health session at the World Economic Forum Annual Meeting 2022 in Davos-Klosters, Switzerland, 23 May. Congress Centre - Ignite. Copyright: World Economic Forum/ Valeriano de Domenico
s/n 0585GT
240 bhp, 2,953 cc single overhead camshaft V-12 engine with three Weber carburetors, four-speed all-synchromesh manual gearbox, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel drum brakes. Wheelbase: 2,600 mm
• Very first of the second series 14-louver design
• One of nine examples built
• Featured in the Hollywood Classic, The Love Bug
• Matching numbers, extensively documented, and complete with full Ferrari Classiche certification
• Received a class award at the 2011 Quail Motorsports Gathering
• Single ownership for 14 years and offered for the first time ever at auction
• Pristine example of Ferrari’s most revered berlinetta
The tragic accident at the 1955 24 Hours of Le Mans that claimed the lives of one driver and 79 spectators had a profound effect on the shape of racing, one that ultimately led to the creation of one of Ferrari’s most celebrated models. Racing enthusiasts and competitors alike agreed that the crash was ultimately the result of the increasingly potent powertrains of the Le Mans sports cars, and in order to prevent further disaster, new regulations would be required to veer from the path of these thinly veiled race cars, which were essentially grand prix cars packaged with two-seater bodies.
The following year, the FIA responded by creating new gran turismo classes that not only prioritized safety, but also re-established the concept of competitively racing a road-based production car. Ferrari, of course, was well prepared for the challenge, having just debuted its new series-production 250 GT at the Geneva Motor Show of 1956. While the coupe on display featured an elegant body that would go on to be produced in quantity by Boano, thus providing necessary homologation, the underlying chassis proved to be the basis for the competition car, or berlinetta, that Ferrari sought to enter into the FIA’s new racing classifications. Pininfarina designed a new lightweight body that was built by Scaglietti, using thin-gauge aluminum and Perspex windows and a minimally upholstered cabin. The finished car, then known officially as the 250 GT Berlinetta, was ultimately made in a sparing quantity of 77 examples that are further sub-divided by subtle differences in coachwork over the model’s four-year production run.
Ferrari’s hopes for competitive success were quickly realized when Olivier Gendebien and Jacques Washer co-drove the very first car, chassis number 0503 GT, to a First in Class and Fourth Overall at the Giro di Sicilia in April 1956, with a Fifth Overall (First in Class) at the Mille Miglia later that month. But the model’s defining success didn’t occur until September, during the 1956 Tour de France Automobile, a grueling 3,600 mile, week-long contest that combined six circuit races, two hill climbs, and a drag race. The Marquis Alfonso de Portago, a Spanish aristocrat and privateer racer, drove chassis number 0557 GT to a dominating victory that sealed the dynamic model’s reputation. Enzo Ferrari was so pleased with the outcome that the 250 GT Berlinetta was subsequently and internally, though never officially, referred to as the Tour de France. The moniker proved to be quite fitting, as Gendebien took First Overall at the 1957, 1958, and 1959 installments of the French race, as well as a Third Overall at the 1957 Mille Miglia, a triumph that witnessed the defeat of many more purpose-built sports racers.
With the introduction of a short-wheelbase 250 GT in late-1959, the outgoing platform became retrospectively labeled as the long-wheelbase version, though the original car’s designation of 250 GT LWB Berlinetta is now largely simplified with the name ‘Tour de France.’ Through its brief production run, the TdF underwent several external body modifications, ultimately resulting in four different series-produced body styles (not including a handful of Zagato-bodied cars). The alterations in appearance are most easily recognizable in the so-called sail panels, the rear ¾-panels of the c-pillar that adjoin the roof. Initially produced with no louvers at all, these panels featured 14 louvers in the second-series cars, followed by a series with just three louvers, and ending with a series that featured just one sail-panel louver. Of all of these series, the 14-louver cars are the rarest, with only nine examples produced, and are judged by many enthusiasts to be the handsomest of the group.
This fabulous, early Ferrari 250 GT Tour de France is the very first example constructed of the second series design that featured 14-louver sail-panels. On November 15, 1956, the stunning TdF was purchased by Tony Parravano, the Italian national and Southern California building construction magnate who is better known among 1950s racing enthusiasts for the numerous Italian sports cars that he campaigned in the area’s SCCA circuit. 0585 GT was entered for the Palm Springs road races in early April of 1957, before being disqualified because the sanctioning body did not recognize it as a production car. Changing hands among a couple of Los Angeles-based owners during the early-1960s, 0585 GT eventually came into the possession of Walt Disney Studios for use in the 1966 film The Love Bug, the celebrated Disney classic about “Herbie,” the racing VW Beetle with a soul.
Following its memorable Hollywood turn, this important 250 GT fell on hard times, passing through the Schaub family, of Los Angeles, before reportedly being abandoned on the side of the Hollywood freeway. Records indicate two more owners during the 1970s and 1980s. In September 1994, the car surfaced and was offered for sale in an unrestored state by David Cottingham’s DK Engineering in Watford, England. Unable to sell 0585 GT for its true value, DK, in late-1996, elected to totally restore the historically significant Tour de France, a freshening that debuted to overwhelming acclaim at Coy’s International Historic Festival at Silverstone in July 1997. The festival proved to be a perfect stage for the immaculate car, as it was sold the following October to its current owner, a well-respected Southern California-based collector who has a 40-year history of collecting and caring for some of the most recognizable and important Ferrari cars ever built.
Registered under license plate “MY 56 TDF,” 0585 GT was soon campaigned in a number of vintage rallies, including the Tour Auto of April 1998, as well as the Mille Miglia of the following May. The car also participated in the Tour Auto in 1999 and 2000, and placed 39th Overall at the 2000 Shell Ferrari/Maserati Historic Challenge at Le Mans. 0585 GT returned to the Tour Auto in 2001, 2002, 2004, and 2006 and was displayed at Car Classic: Freedom of Motion, the 2010 exhibition held at the Art Center College of Design in Pasadena, California. The following August, 0585 GT’s extreme quality and rarity were confirmed with the ultimate in exhibitive recognition, a class award at the 2011 Quail Motorsports Gathering in Carmel, California, where the car won “The Great Ferraris” class, honoring some of the marque’s earliest and important sports and racing cars.
In addition to all of these awards and racing achievements, 0585 GT has also gone under the scrutiny of the Ferrari factory’s certification program and easily received the full “Red Book” certification through Newport Beach Ferrari specialist, John Amette. For the certification process, the original gearbox was put in the car; however, the current owner has since removed it and put a more user-friendly synchromesh gearbox in the car for much better drivability purposes. It must be noted that the original unit will be supplied with the sale of this car. A full set of original tools and a jack will also be included, as well as a booklet of documentation and various trophies and awards that the car has received over the years. In preparation for the sale, 0585 GT has also just been completely detailed and sorted at well-respected Junior’s House of Color in Long Beach, California, so it will look stunning in presentation.
On a recent track drive in preparation for RM’s video and photography efforts, the car performed flawlessly, handling directly and powering through all of the gears with ease. As the RM specialist describes, “The four-wheel drum brakes and skinny tyres can sometimes provide a different driving experience for those familiar with later cars fitted with disk brakes and wider stances; however, it allows the pilot to become much more intimate with the driving experience and to engage the engine in a much different way, creating a completely different awareness of timing and speed…The most beautiful thing about these early TDs is what most Ferraristi will attest to, and that is the sound of the exhaust note when the car breaches 3500 rpm. As you power out of the corners, there is that point when the car just feels and sounds right! All the noises, the vibrations, and the elements of speed come together to create a symphonic harmony that is unlike anything else. Moreover, the sound is not too overpowering and is pleasurable for extended periods of time, which cannot be said for many other race-bred cars. It is the ultimate dual-purpose Ferrari!”
Impeccably cared for and stunningly restored, 0585 GT is a beautiful and rare example of the second series 14-louver Tour de France, one of Ferrari’s greatest sports cars of all time. This car’s next owner can look forward to continued warm receptions at the world’s finest automotive events, including rallies such as the Tour Auto and Mille Miglia, and premium exhibitive venues, such as Pebble Beach, Amelia Island, and the Palm Beach Cavallino Classic. It is a truly unique representative of one of Ferrari’s most revered models, and in many ways, it is the ultimate symbol of Ferrari’s long pursuit of dual-purpose sports cars that can be seriously campaigned as easily as they can be road driven. Given their extremely low production numbers and desirability, these cars rarely come to the market. The availability of 0585 GT after 14-years of single ownership offers an unbeatable chance to acquire one of the most storied machines to emerge from Maranello’s legendary motoring lore.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=1052658
This Lego miniland-scale Ferrari 250 GT LWB Berlinetta 'Tour de France' (1956 - Scaglietti), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Saturday, August 18, 2012, where it sold for $6,710,000.
Canyonlands National Park is an American national park located in southeastern Utah near the town of Moab. The park preserves a colorful landscape eroded into numerous canyons, mesas, and buttes by the Colorado River, the Green River, and their respective tributaries. Legislation creating the park was signed into law by President Lyndon Johnson on September 12, 1964.
The park is divided into four districts: the Island in the Sky, the Needles, the Maze, and the combined rivers—the Green and Colorado—which carved two large canyons into the Colorado Plateau. While these areas share a primitive desert atmosphere, each retains its own character. Author Edward Abbey, a frequent visitor, described the Canyonlands as "the most weird, wonderful, magical place on earth—there is nothing else like it anywhere."
In the early 1950s, Bates Wilson, then superintendent of Arches National Monument, began exploring the area to the south and west of Moab, Utah. After seeing what is now known as the Needles District of Canyonlands National Park, Wilson began advocating for the establishment of a new national park that would include the Needles. Additional explorations by Wilson and others expanded the areas proposed for inclusion into the new national park to include the confluence of Green and Colorado rivers, the Maze District, and Horseshoe Canyon.
In 1961, Secretary of the Interior Stewart Udall was scheduled to address a conference at Grand Canyon National Park. On his flight to the conference, he flew over the Confluence (where the Colorado and Green rivers meet). The view apparently sparked Udall's interest in Wilson's proposal for a new national park in that area and Udall began promoting the establishment of Canyonlands National Park.
Utah Senator Frank Moss first introduced legislation into Congress to create Canyonlands National Park. His legislation attempted to satisfy both nature preservationists' and commercial developers' interests. Over the next four years, his proposal was struck down, debated, revised, and reintroduced to Congress many times before being passed and signed into creation.
In September, 1964, after several years of debate, President Lyndon B. Johnson signed Pub.L. 88–590, which established Canyonlands National Park as a new national park. Bates Wilson became the first superintendent of the new park and is often referred to as the "Father of Canyonlands."
The Colorado River and Green River combine within the park, dividing it into three districts called the Island in the Sky, the Needles, and the Maze. The Colorado River flows through Cataract Canyon below its confluence with the Green River.
The Island in the Sky district is a broad and level mesa in the northern section of the park, between the Colorado and Green rivers. The district has many viewpoints overlooking the White Rim, a sandstone bench 1,200 feet (370 m) below the Island, and the rivers, which are another 1,000 feet (300 m) below the White Rim.
The Needles district is located south of the Island in the Sky, on the east side of the Colorado River. The district is named for the red and white banded rock pinnacles which are a major feature of the area. Various other naturally sculpted rock formations are also within this district, including grabens, potholes, and arches. Unlike Arches National Park, where many arches are accessible by short to moderate hikes, most of the arches in the Needles district lie in backcountry canyons, requiring long hikes or four-wheel drive trips to reach them.
The Ancestral Puebloans inhabited this area and some of their stone and mud dwellings are well-preserved, although the items and tools they used were mostly removed by looters. The Ancestral Puebloans also created rock art in the form of petroglyphs, most notably on Newspaper Rock along the Needles access road.
The Maze district is located west of the Colorado and Green rivers. The Maze is the least accessible section of the park, and one of the most remote and inaccessible areas of the United States.
A geographically detached section of the park located north of the Maze district, Horseshoe Canyon contains panels of rock art made by hunter-gatherers from the Late Archaic Period (2000-1000 BC) pre-dating the Ancestral Puebloans. Originally called Barrier Canyon, Horseshoe's artifacts, dwellings, pictographs, and murals are some of the oldest in America. The images depicting horses date from after 1540 AD, when the Spanish reintroduced horses to America.
Since the 1950s, scientists have been studying an area of 200 acres (81 ha) completely surrounded by cliffs. The cliffs have prevented cattle from ever grazing on the area's 62 acres (25 ha) of grassland. According to the scientists, the site may contain the largest undisturbed grassland in the Four Corners region. Studies have continued biannually since the mid-1990s. The area has been closed to the public since 1993 to maintain the nearly pristine environment.
Mammals that roam this park include black bears, coyotes, skunks, bats, elk, foxes, bobcats, badgers, ring-tailed cats, pronghorns, desert bighorn sheep, and cougars. Desert cottontails, kangaroo rats and mule deer are commonly seen by visitors.
At least 273 species of birds inhabit the park. A variety of hawks and eagles are found, including the Cooper's hawk, the northern goshawk, the sharp-shinned hawk, the red-tailed hawk, the golden and bald eagles, the rough-legged hawk, the Swainson's hawk, and the northern harrier. Several species of owls are found, including the great horned owl, the northern saw-whet owl, the western screech owl, and the Mexican spotted owl. Grebes, woodpeckers, ravens, herons, flycatchers, crows, bluebirds, wrens, warblers, blackbirds, orioles, goldfinches, swallows, sparrows, ducks, quail, grouse, pheasants, hummingbirds, falcons, gulls, and ospreys are some of the other birds that can be found.
Several reptiles can be found, including eleven species of lizards and eight species of snake (including the midget faded rattlesnake). The common kingsnake and prairie rattlesnake have been reported in the park, but not confirmed by the National Park Service.
The park is home to six confirmed amphibian species, including the red-spotted toad, Woodhouse's toad, American bullfrog, northern leopard frog, Great Basin spadefoot toad, and tiger salamander. The canyon tree frog was reported to be in the park in 2000, but was not confirmed during a study in 2004.
Canyonlands National Park contains a wide variety of plant life, including 11 cactus species,[34] 20 moss species, liverworts, grasses and wildflowers. Varieties of trees include netleaf hackberry, Russian olive, Utah juniper, pinyon pine, tamarisk, and Fremont's cottonwood. Shrubs include Mormon tea, blackbrush, four-wing saltbush, cliffrose, littleleaf mountain mahogany, and snakeweed
Cryptobiotic soil is the foundation of life in Canyonlands, providing nitrogen fixation and moisture for plant seeds. One footprint can destroy decades of growth.
According to the Köppen climate classification system, Canyonlands National Park has a cold semi-arid climate ("BSk"). The plant hardiness zones at the Island in the Sky and Needles District Visitor Centers are 7a with an average annual extreme minimum air temperature of 4.0 °F (-15.6 °C) and 2.9 °F (-16.2 °C), respectively.
The National Weather Service has maintained two cooperative weather stations in the park since June 1965. Official data documents the desert climate with less than 10 inches (250 millimetres) of annual rainfall, as well as hot, mostly dry summers and cold, occasionally wet winters. Snowfall is generally light during the winter.
The station in The Neck region reports an average January temperature of 29.6 °F and an average July temperature of 79.3 °F. Average July temperatures range from a high of 90.8 °F (32.7 °C) to a low of 67.9 °F (19.9 °C). There are an average of 45.7 days with highs of 90 °F (32 °C) or higher and an average of 117.3 days with lows of 32 °F (0 °C) or lower. The highest recorded temperature was 105 °F (41 °C) on July 15, 2005, and the lowest recorded temperature was −13 °F (−25 °C) on February 6, 1989. Average annual precipitation is 9.33 inches (237 mm). There are an average of 59 days with measurable precipitation. The wettest year was 1984, with 13.66 in (347 mm), and the driest year was 1989, with 4.63 in (118 mm). The most precipitation in one month was 5.19 in (132 mm) in October 2006. The most precipitation in 24 hours was 1.76 in (45 mm) on April 9, 1978. Average annual snowfall is 22.8 in (58 cm). The most snowfall in one year was 47.4 in (120 cm) in 1975, and the most snowfall in one month was 27.0 in (69 cm) in January 1978.
The station in The Needles region reports an average January temperature of 29.7 °F and an average July temperature of 79.1 °F.[44] Average July temperatures range from a high of 95.4 °F (35.2 °C) to a low of 62.4 °F (16.9 °C). There are an average of 75.4 days with highs of 90 °F (32 °C) or higher and an average of 143.6 days with lows of 32 °F (0 °C) or lower. The highest recorded temperature was 107 °F (42 °C) on July 13, 1971, and the lowest recorded temperature was −16 °F (−27 °C) on January 16, 1971. Average annual precipitation is 8.49 in (216 mm). There are an average of 56 days with measurable precipitation. The wettest year was 1969, with 11.19 in (284 mm), and the driest year was 1989, with 4.25 in (108 mm). The most precipitation in one month was 4.43 in (113 mm) in October 1972. The most precipitation in 24 hours was 1.56 in (40 mm) on September 17, 1999. Average annual snowfall is 14.4 in (37 cm). The most snowfall in one year was 39.3 in (100 cm) in 1975, and the most snowfall in one month was 24.0 in (61 cm) in March 1985.
National parks in the Western US are more affected by climate change than the country as a whole, and the National Park Service has begun research into how exactly this will effect the ecosystem of Canyonlands National Park and the surrounding areas and ways to protect the park for the future. The mean annual temperature of Canyonlands National Park increased by 2.6 °F (1.4 °C) from 1916 to 2018. It is predicted that if current warming trends continue, the average highs in the park during the summer will be over 100 °F (40 °C) by 2100. In addition to warming, the region has begun to see more severe and frequent droughts which causes native grass cover to decrease and a lower flow of the Colorado River. The flows of the Upper Colorado Basin have decreased by 300,000 acre⋅ft (370,000,000 m3) per year, which has led to a decreased amount of sediment carried by the river and rockier rapids which are more frequently impassable to rafters. The area has also begun to see an earlier spring, which will lead to changes in the timing of leaves and flowers blooming and migrational patterns of wildlife that could lead to food shortages for the wildlife, as well as a longer fire season.
The National Park Service is currently closely monitoring the impacts of climate change in Canyonlands National Park in order to create management strategies that will best help conserve the park's landscapes and ecosystems for the long term. Although the National Park Service's original goal was to preserve landscapes as they were before European colonization, they have now switched to a more adaptive management strategy with the ultimate goal of conserving the biodiversity of the park. The NPS is collaborating with other organizations including the US Geological Survey, local indigenous tribes, and nearby universities in order to create a management plan for the national park. Right now, there is a focus on research into which native plants will be most resistant to climate change so that the park can decide on what to prioritize in conservation efforts. The Canyonlands Natural History Association has been giving money to the US Geological Survey to fund this and other climate related research. They gave $30,000 in 2019 and $61,000 in 2020.
A subsiding basin and nearby uplifting mountain range (the Uncompahgre) existed in the area in Pennsylvanian time. Seawater trapped in the subsiding basin created thick evaporite deposits by Mid Pennsylvanian. This, along with eroded material from the nearby mountain range, became the Paradox Formation, itself a part of the Hermosa Group. Paradox salt beds started to flow later in the Pennsylvanian and probably continued to move until the end of the Jurassic. Some scientists believe Upheaval Dome was created from Paradox salt bed movement, creating a salt dome, but more modern studies show that the meteorite theory is more likely to be correct.
A warm shallow sea again flooded the region near the end of the Pennsylvanian. Fossil-rich limestones, sandstones, and shales of the gray-colored Honaker Trail Formation resulted. A period of erosion then ensued, creating a break in the geologic record called an unconformity. Early in the Permian an advancing sea laid down the Halgaito Shale. Coastal lowlands later returned to the area, forming the Elephant Canyon Formation.
Large alluvial fans filled the basin where it met the Uncompahgre Mountains, creating the Cutler red beds of iron-rich arkose sandstone. Underwater sand bars and sand dunes on the coast inter-fingered with the red beds and later became the white-colored cliff-forming Cedar Mesa Sandstone. Brightly colored oxidized muds were then deposited, forming the Organ Rock Shale. Coastal sand dunes and marine sand bars once again became dominant, creating the White Rim Sandstone.
A second unconformity was created after the Permian sea retreated. Flood plains on an expansive lowland covered the eroded surface and mud built up in tidal flats, creating the Moenkopi Formation. Erosion returned, forming a third unconformity. The Chinle Formation was then laid down on top of this eroded surface.
Increasingly dry climates dominated the Triassic. Therefore, sand in the form of sand dunes invaded and became the Wingate Sandstone. For a time climatic conditions became wetter and streams cut channels through the sand dunes, forming the Kayenta Formation. Arid conditions returned to the region with a vengeance; a large desert spread over much of western North America and later became the Navajo Sandstone. A fourth unconformity was created by a period of erosion.
Mud flats returned, forming the Carmel Formation, and the Entrada Sandstone was laid down next. A long period of erosion stripped away most of the San Rafael Group in the area, along with any formations that may have been laid down in the Cretaceous period.
The Laramide orogeny started to uplift the Rocky Mountains 70 million years ago and with it, the Canyonlands region. Erosion intensified and when the Colorado River Canyon reached the salt beds of the Paradox Formation the overlying strata extended toward the river canyon, forming features such as The Grabens. Increased precipitation during the ice ages of the Pleistocene quickened the rate of canyon excavation along with other erosion. Similar types of erosion are ongoing, but occur at a slower rate.
Utah is a landlocked state in the Mountain West subregion of the Western United States. It borders Colorado to its east, Wyoming to its northeast, Idaho to its north, Arizona to its south, and Nevada to its west. Utah also touches a corner of New Mexico in the southeast. Of the fifty U.S. states, Utah is the 13th-largest by area; with a population over three million, it is the 30th-most-populous and 11th-least-densely populated. Urban development is mostly concentrated in two areas: the Wasatch Front in the north-central part of the state, which is home to roughly two-thirds of the population and includes the capital city, Salt Lake City; and Washington County in the southwest, with more than 180,000 residents. Most of the western half of Utah lies in the Great Basin.
Utah has been inhabited for thousands of years by various indigenous groups such as the ancient Puebloans, Navajo, and Ute. The Spanish were the first Europeans to arrive in the mid-16th century, though the region's difficult geography and harsh climate made it a peripheral part of New Spain and later Mexico. Even while it was Mexican territory, many of Utah's earliest settlers were American, particularly Mormons fleeing marginalization and persecution from the United States via the Mormon Trail. Following the Mexican–American War in 1848, the region was annexed by the U.S., becoming part of the Utah Territory, which included what is now Colorado and Nevada. Disputes between the dominant Mormon community and the federal government delayed Utah's admission as a state; only after the outlawing of polygamy was it admitted in 1896 as the 45th.
People from Utah are known as Utahns. Slightly over half of all Utahns are Mormons, the vast majority of whom are members of the Church of Jesus Christ of Latter-day Saints (LDS Church), which has its world headquarters in Salt Lake City; Utah is the only state where a majority of the population belongs to a single church. A 2023 paper challenged this perception (claiming only 42% of Utahns are Mormons) however most statistics still show a majority of Utah residents belong to the LDS church; estimates from the LDS church suggests 60.68% of Utah's population belongs to the church whilst some sources put the number as high as 68%. The paper replied that membership count done by the LDS Church is too high for several reasons. The LDS Church greatly influences Utahn culture, politics, and daily life, though since the 1990s the state has become more religiously diverse as well as secular.
Utah has a highly diversified economy, with major sectors including transportation, education, information technology and research, government services, mining, multi-level marketing, and tourism. Utah has been one of the fastest growing states since 2000, with the 2020 U.S. census confirming the fastest population growth in the nation since 2010. St. George was the fastest-growing metropolitan area in the United States from 2000 to 2005. Utah ranks among the overall best states in metrics such as healthcare, governance, education, and infrastructure. It has the 12th-highest median average income and the least income inequality of any U.S. state. Over time and influenced by climate change, droughts in Utah have been increasing in frequency and severity, putting a further strain on Utah's water security and impacting the state's economy.
The History of Utah is an examination of the human history and social activity within the state of Utah located in the western United States.
Archaeological evidence dates the earliest habitation of humans in Utah to about 10,000 to 12,000 years ago. Paleolithic people lived near the Great Basin's swamps and marshes, which had an abundance of fish, birds, and small game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. Over the centuries, the mega-fauna died, this population was replaced by the Desert Archaic people, who sheltered in caves near the Great Salt Lake. Relying more on gathering than the previous Utah residents, their diet was mainly composed of cattails and other salt tolerant plants such as pickleweed, burro weed and sedge. Red meat appears to have been more of a luxury, although these people used nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Artifacts include nets woven with plant fibers and rabbit skin, woven sandals, gaming sticks, and animal figures made from split-twigs. About 3,500 years ago, lake levels rose and the population of Desert Archaic people appears to have dramatically decreased. The Great Basin may have been almost unoccupied for 1,000 years.
The Fremont culture, named from sites near the Fremont River in Utah, lived in what is now north and western Utah and parts of Nevada, Idaho and Colorado from approximately 600 to 1300 AD. These people lived in areas close to water sources that had been previously occupied by the Desert Archaic people, and may have had some relationship with them. However, their use of new technologies define them as a distinct people. Fremont technologies include:
use of the bow and arrow while hunting,
building pithouse shelters,
growing maize and probably beans and squash,
building above ground granaries of adobe or stone,
creating and decorating low-fired pottery ware,
producing art, including jewelry and rock art such as petroglyphs and pictographs.
The ancient Puebloan culture, also known as the Anasazi, occupied territory adjacent to the Fremont. The ancestral Puebloan culture centered on the present-day Four Corners area of the Southwest United States, including the San Juan River region of Utah. Archaeologists debate when this distinct culture emerged, but cultural development seems to date from about the common era, about 500 years before the Fremont appeared. It is generally accepted that the cultural peak of these people was around the 1200 CE. Ancient Puebloan culture is known for well constructed pithouses and more elaborate adobe and masonry dwellings. They were excellent craftsmen, producing turquoise jewelry and fine pottery. The Puebloan culture was based on agriculture, and the people created and cultivated fields of maize, beans, and squash and domesticated turkeys. They designed and produced elaborate field terracing and irrigation systems. They also built structures, some known as kivas, apparently designed solely for cultural and religious rituals.
These two later cultures were roughly contemporaneous, and appear to have established trading relationships. They also shared enough cultural traits that archaeologists believe the cultures may have common roots in the early American Southwest. However, each remained culturally distinct throughout most of their existence. These two well established cultures appear to have been severely impacted by climatic change and perhaps by the incursion of new people in about 1200 CE. Over the next two centuries, the Fremont and ancient Pueblo people may have moved into the American southwest, finding new homes and farmlands in the river drainages of Arizona, New Mexico and northern Mexico.
In about 1200, Shoshonean speaking peoples entered Utah territory from the west. They may have originated in southern California and moved into the desert environment due to population pressure along the coast. They were an upland people with a hunting and gathering lifestyle utilizing roots and seeds, including the pinyon nut. They were also skillful fishermen, created pottery and raised some crops. When they first arrived in Utah, they lived as small family groups with little tribal organization. Four main Shoshonean peoples inhabited Utah country. The Shoshone in the north and northeast, the Gosiutes in the northwest, the Utes in the central and eastern parts of the region and the Southern Paiutes in the southwest. Initially, there seems to have been very little conflict between these groups.
In the early 16th century, the San Juan River basin in Utah's southeast also saw a new people, the Díne or Navajo, part of a greater group of plains Athabaskan speakers moved into the Southwest from the Great Plains. In addition to the Navajo, this language group contained people that were later known as Apaches, including the Lipan, Jicarilla, and Mescalero Apaches.
Athabaskans were a hunting people who initially followed the bison, and were identified in 16th-century Spanish accounts as "dog nomads". The Athabaskans expanded their range throughout the 17th century, occupying areas the Pueblo peoples had abandoned during prior centuries. The Spanish first specifically mention the "Apachu de Nabajo" (Navaho) in the 1620s, referring to the people in the Chama valley region east of the San Juan River, and north west of Santa Fe. By the 1640s, the term Navaho was applied to these same people. Although the Navajo newcomers established a generally peaceful trading and cultural exchange with the some modern Pueblo peoples to the south, they experienced intermittent warfare with the Shoshonean peoples, particularly the Utes in eastern Utah and western Colorado.
At the time of European expansion, beginning with Spanish explorers traveling from Mexico, five distinct native peoples occupied territory within the Utah area: the Northern Shoshone, the Goshute, the Ute, the Paiute and the Navajo.
The Spanish explorer Francisco Vázquez de Coronado may have crossed into what is now southern Utah in 1540, when he was seeking the legendary Cíbola.
A group led by two Spanish Catholic priests—sometimes called the Domínguez–Escalante expedition—left Santa Fe in 1776, hoping to find a route to the California coast. The expedition traveled as far north as Utah Lake and encountered the native residents. All of what is now Utah was claimed by the Spanish Empire from the 1500s to 1821 as part of New Spain (later as the province Alta California); and subsequently claimed by Mexico from 1821 to 1848. However, Spain and Mexico had little permanent presence in, or control of, the region.
Fur trappers (also known as mountain men) including Jim Bridger, explored some regions of Utah in the early 19th century. The city of Provo was named for one such man, Étienne Provost, who visited the area in 1825. The city of Ogden, Utah is named for a brigade leader of the Hudson's Bay Company, Peter Skene Ogden who trapped in the Weber Valley. In 1846, a year before the arrival of members from the Church of Jesus Christ of latter-day Saints, the ill-fated Donner Party crossed through the Salt Lake valley late in the season, deciding not to stay the winter there but to continue forward to California, and beyond.
Members of the Church of Jesus Christ of Latter-day Saints, commonly known as Mormon pioneers, first came to the Salt Lake Valley on July 24, 1847. At the time, the U.S. had already captured the Mexican territories of Alta California and New Mexico in the Mexican–American War and planned to keep them, but those territories, including the future state of Utah, officially became United States territory upon the signing of the Treaty of Guadalupe Hidalgo, February 2, 1848. The treaty was ratified by the United States Senate on March 10, 1848.
Upon arrival in the Salt Lake Valley, the Mormon pioneers found no permanent settlement of Indians. Other areas along the Wasatch Range were occupied at the time of settlement by the Northwestern Shoshone and adjacent areas by other bands of Shoshone such as the Gosiute. The Northwestern Shoshone lived in the valleys on the eastern shore of Great Salt Lake and in adjacent mountain valleys. Some years after arriving in the Salt Lake Valley Mormons, who went on to colonize many other areas of what is now Utah, were petitioned by Indians for recompense for land taken. The response of Heber C. Kimball, first counselor to Brigham Young, was that the land belonged to "our Father in Heaven and we expect to plow and plant it." A 1945 Supreme Court decision found that the land had been treated by the United States as public domain; no aboriginal title by the Northwestern Shoshone had been recognized by the United States or extinguished by treaty with the United States.
Upon arriving in the Salt Lake Valley, the Mormons had to make a place to live. They created irrigation systems, laid out farms, built houses, churches, and schools. Access to water was crucially important. Almost immediately, Brigham Young set out to identify and claim additional community sites. While it was difficult to find large areas in the Great Basin where water sources were dependable and growing seasons long enough to raise vitally important subsistence crops, satellite communities began to be formed.
Shortly after the first company arrived in the Salt Lake Valley in 1847, the community of Bountiful was settled to the north. In 1848, settlers moved into lands purchased from trapper Miles Goodyear in present-day Ogden. In 1849, Tooele and Provo were founded. Also that year, at the invitation of Ute chief Wakara, settlers moved into the Sanpete Valley in central Utah to establish the community of Manti. Fillmore, Utah, intended to be the capital of the new territory, was established in 1851. In 1855, missionary efforts aimed at western native cultures led to outposts in Fort Lemhi, Idaho, Las Vegas, Nevada and Elk Mountain in east-central Utah.
The experiences of returning members of the Mormon Battalion were also important in establishing new communities. On their journey west, the Mormon soldiers had identified dependable rivers and fertile river valleys in Colorado, Arizona and southern California. In addition, as the men traveled to rejoin their families in the Salt Lake Valley, they moved through southern Nevada and the eastern segments of southern Utah. Jefferson Hunt, a senior Mormon officer of the Battalion, actively searched for settlement sites, minerals, and other resources. His report encouraged 1851 settlement efforts in Iron County, near present-day Cedar City. These southern explorations eventually led to Mormon settlements in St. George, Utah, Las Vegas and San Bernardino, California, as well as communities in southern Arizona.
Prior to establishment of the Oregon and California trails and Mormon settlement, Indians native to the Salt Lake Valley and adjacent areas lived by hunting buffalo and other game, but also gathered grass seed from the bountiful grass of the area as well as roots such as those of the Indian Camas. By the time of settlement, indeed before 1840, the buffalo were gone from the valley, but hunting by settlers and grazing of cattle severely impacted the Indians in the area, and as settlement expanded into nearby river valleys and oases, indigenous tribes experienced increasing difficulty in gathering sufficient food. Brigham Young's counsel was to feed the hungry tribes, and that was done, but it was often not enough. These tensions formed the background to the Bear River massacre committed by California Militia stationed in Salt Lake City during the Civil War. The site of the massacre is just inside Preston, Idaho, but was generally thought to be within Utah at the time.
Statehood was petitioned for in 1849-50 using the name Deseret. The proposed State of Deseret would have been quite large, encompassing all of what is now Utah, and portions of Colorado, Idaho, Nevada, Wyoming, Arizona, Oregon, New Mexico and California. The name of Deseret was favored by the LDS leader Brigham Young as a symbol of industry and was derived from a reference in the Book of Mormon. The petition was rejected by Congress and Utah did not become a state until 1896, following the Utah Constitutional Convention of 1895.
In 1850, the Utah Territory was created with the Compromise of 1850, and Fillmore (named after President Fillmore) was designated the capital. In 1856, Salt Lake City replaced Fillmore as the territorial capital.
The first group of pioneers brought African slaves with them, making Utah the only place in the western United States to have African slavery. Three slaves, Green Flake, Hark Lay, and Oscar Crosby, came west with this first group in 1847. The settlers also began to purchase Indian slaves in the well-established Indian slave trade, as well as enslaving Indian prisoners of war. In 1850, 26 slaves were counted in Salt Lake County. Slavery didn't become officially recognized until 1852, when the Act in Relation to Service and the Act for the relief of Indian Slaves and Prisoners were passed. Slavery was repealed on June 19, 1862, when Congress prohibited slavery in all US territories.
Disputes between the Mormon inhabitants and the federal government intensified after the Church of Jesus Christ of Latter-day Saints' practice of polygamy became known. The polygamous practices of the Mormons, which were made public in 1854, would be one of the major reasons Utah was denied statehood until almost 50 years after the Mormons had entered the area.
After news of their polygamous practices spread, the members of the LDS Church were quickly viewed by some as un-American and rebellious. In 1857, after news of a possible rebellion spread, President James Buchanan sent troops on the Utah expedition to quell the growing unrest and to replace Brigham Young as territorial governor with Alfred Cumming. The expedition was also known as the Utah War.
As fear of invasion grew, Mormon settlers had convinced some Paiute Indians to aid in a Mormon-led attack on 120 immigrants from Arkansas under the guise of Indian aggression. The murder of these settlers became known as the Mountain Meadows massacre. The Mormon leadership had adopted a defensive posture that led to a ban on the selling of grain to outsiders in preparation for an impending war. This chafed pioneers traveling through the region, who were unable to purchase badly needed supplies. A disagreement between some of the Arkansas pioneers and the Mormons in Cedar City led to the secret planning of the massacre by a few Mormon leaders in the area. Some scholars debate the involvement of Brigham Young. Only one man, John D. Lee, was ever convicted of the murders, and he was executed at the massacre site.
Express riders had brought the news 1,000 miles from the Missouri River settlements to Salt Lake City within about two weeks of the army's beginning to march west. Fearing the worst as 2,500 troops (roughly 1/3rd of the army then) led by General Albert Sidney Johnston started west, Brigham Young ordered all residents of Salt Lake City and neighboring communities to prepare their homes for burning and evacuate southward to Utah Valley and southern Utah. Young also sent out a few units of the Nauvoo Legion (numbering roughly 8,000–10,000), to delay the army's advance. The majority he sent into the mountains to prepare defenses or south to prepare for a scorched earth retreat. Although some army wagon supply trains were captured and burned and herds of army horses and cattle run off no serious fighting occurred. Starting late and short on supplies, the United States Army camped during the bitter winter of 1857–58 near a burned out Fort Bridger in Wyoming. Through the negotiations between emissary Thomas L. Kane, Young, Cumming and Johnston, control of Utah territory was peacefully transferred to Cumming, who entered an eerily vacant Salt Lake City in the spring of 1858. By agreement with Young, Johnston established the army at Fort Floyd 40 miles away from Salt Lake City, to the southwest.
Salt Lake City was the last link of the First Transcontinental Telegraph, between Carson City, Nevada and Omaha, Nebraska completed in October 1861. Brigham Young, who had helped expedite construction, was among the first to send a message, along with Abraham Lincoln and other officials. Soon after the telegraph line was completed, the Deseret Telegraph Company built the Deseret line connecting the settlements in the territory with Salt Lake City and, by extension, the rest of the United States.
Because of the American Civil War, federal troops were pulled out of Utah Territory (and their fort auctioned off), leaving the territorial government in federal hands without army backing until General Patrick E. Connor arrived with the 3rd Regiment of California Volunteers in 1862. While in Utah, Connor and his troops soon became discontent with this assignment wanting to head to Virginia where the "real" fighting and glory was occurring. Connor established Fort Douglas just three miles (5 km) east of Salt Lake City and encouraged his bored and often idle soldiers to go out and explore for mineral deposits to bring more non-Mormons into the state. Minerals were discovered in Tooele County, and some miners began to come to the territory. Conner also solved the Shoshone Indian problem in Cache Valley Utah by luring the Shoshone into a midwinter confrontation on January 29, 1863. The armed conflict quickly turned into a rout, discipline among the soldiers broke down, and the Battle of Bear River is today usually referred to by historians as the Bear River Massacre. Between 200 and 400 Shoshone men, women and children were killed, as were 27 soldiers, with over 50 more soldiers wounded or suffering from frostbite.
Beginning in 1865, Utah's Black Hawk War developed into the deadliest conflict in the territory's history. Chief Antonga Black Hawk died in 1870, but fights continued to break out until additional federal troops were sent in to suppress the Ghost Dance of 1872. The war is unique among Indian Wars because it was a three-way conflict, with mounted Timpanogos Utes led by Antonga Black Hawk fighting federal and Utah local militia.
On May 10, 1869, the First transcontinental railroad was completed at Promontory Summit, north of the Great Salt Lake. The railroad brought increasing numbers of people into the state, and several influential businessmen made fortunes in the territory.
Main article: Latter Day Saint polygamy in the late-19th century
During the 1870s and 1880s, federal laws were passed and federal marshals assigned to enforce the laws against polygamy. In the 1890 Manifesto, the LDS Church leadership dropped its approval of polygamy citing divine revelation. When Utah applied for statehood again in 1895, it was accepted. Statehood was officially granted on January 4, 1896.
The Mormon issue made the situation for women the topic of nationwide controversy. In 1870 the Utah Territory, controlled by Mormons, gave women the right to vote. However, in 1887, Congress disenfranchised Utah women with the Edmunds–Tucker Act. In 1867–96, eastern activists promoted women's suffrage in Utah as an experiment, and as a way to eliminate polygamy. They were Presbyterians and other Protestants convinced that Mormonism was a non-Christian cult that grossly mistreated women. The Mormons promoted woman suffrage to counter the negative image of downtrodden Mormon women. With the 1890 Manifesto clearing the way for statehood, in 1895 Utah adopted a constitution restoring the right of women's suffrage. Congress admitted Utah as a state with that constitution in 1896.
Though less numerous than other intermountain states at the time, several lynching murders for alleged misdeeds occurred in Utah territory at the hand of vigilantes. Those documented include the following, with their ethnicity or national origin noted in parentheses if it was provided in the source:
William Torrington in Carson City (then a part of Utah territory), 1859
Thomas Coleman (Black man) in Salt Lake City, 1866
3 unidentified men at Wahsatch, winter of 1868
A Black man in Uintah, 1869
Charles A. Benson in Logan, 1873
Ah Sing (Chinese man) in Corinne, 1874
Thomas Forrest in St. George, 1880
William Harvey (Black man) in Salt Lake City, 1883
John Murphy in Park City, 1883
George Segal (Japanese man) in Ogden, 1884
Joseph Fisher in Eureka, 1886
Robert Marshall (Black man) in Castle Gate, 1925
Other lynchings in Utah territory include multiple instances of mass murder of Native American children, women, and men by White settlers including the Battle Creek massacre (1849), Provo River Massacre (1850), Nephi massacre (1853), and Circleville Massacre (1866).
Beginning in the early 20th century, with the establishment of such national parks as Bryce Canyon National Park and Zion National Park, Utah began to become known for its natural beauty. Southern Utah became a popular filming spot for arid, rugged scenes, and such natural landmarks as Delicate Arch and "the Mittens" of Monument Valley are instantly recognizable to most national residents. During the 1950s, 1960s, and 1970s, with the construction of the Interstate highway system, accessibility to the southern scenic areas was made easier.
Beginning in 1939, with the establishment of Alta Ski Area, Utah has become world-renowned for its skiing. The dry, powdery snow of the Wasatch Range is considered some of the best skiing in the world. Salt Lake City won the bid for the 2002 Winter Olympics in 1995, and this has served as a great boost to the economy. The ski resorts have increased in popularity, and many of the Olympic venues scattered across the Wasatch Front continue to be used for sporting events. This also spurred the development of the light-rail system in the Salt Lake Valley, known as TRAX, and the re-construction of the freeway system around the city.
During the late 20th century, the state grew quickly. In the 1970s, growth was phenomenal in the suburbs. Sandy was one of the fastest-growing cities in the country at that time, and West Valley City is the state's 2nd most populous city. Today, many areas of Utah are seeing phenomenal growth. Northern Davis, southern and western Salt Lake, Summit, eastern Tooele, Utah, Wasatch, and Washington counties are all growing very quickly. Transportation and urbanization are major issues in politics as development consumes agricultural land and wilderness areas.
In 2012, the State of Utah passed the Utah Transfer of Public Lands Act in an attempt to gain control over a substantial portion of federal land in the state from the federal government, based on language in the Utah Enabling Act of 1894. The State does not intend to use force or assert control by limiting access in an attempt to control the disputed lands, but does intend to use a multi-step process of education, negotiation, legislation, and if necessary, litigation as part of its multi-year effort to gain state or private control over the lands after 2014.
Utah families, like most Americans everywhere, did their utmost to assist in the war effort. Tires, meat, butter, sugar, fats, oils, coffee, shoes, boots, gasoline, canned fruits, vegetables, and soups were rationed on a national basis. The school day was shortened and bus routes were reduced to limit the number of resources used stateside and increase what could be sent to soldiers.
Geneva Steel was built to increase the steel production for America during World War II. President Franklin D. Roosevelt had proposed opening a steel mill in Utah in 1936, but the idea was shelved after a couple of months. After the attack on Pearl Harbor, the United States entered the war and the steel plant was put into progress. In April 1944, Geneva shipped its first order, which consisted of over 600 tons of steel plate. Geneva Steel also brought thousands of job opportunities to Utah. The positions were hard to fill as many of Utah's men were overseas fighting. Women began working, filling 25 percent of the jobs.
As a result of Utah's and Geneva Steels contribution during the war, several Liberty Ships were named in honor of Utah including the USS Joseph Smith, USS Brigham Young, USS Provo, and the USS Peter Skene Ogden.
One of the sectors of the beachhead of Normandy Landings was codenamed Utah Beach, and the amphibious landings at the beach were undertaken by United States Army troops.
It is estimated that 1,450 soldiers from Utah were killed in the war.
PENSACOLA, Fla. (Dec. 16, 2020) Teresa Hiller, Naval Hospital Pensacolas (NHP) Immunization Program Manager administers one of the first COVID-19 vaccines to Lisa Fournier, a Clinical Pharmacist at NHP on Dec. 16, 2020. NHP was one of the facilities selected to receive the vaccine in a phased, standardized and coordinated strategy for prioritizing and administering the vaccine.
Pretty much the same image as the previous but processed more for photographic impact rather than simply adjusting white balance as in the previous image which prioritized astronomy processing guidelines.
March, 2011: "My role is to oversee school attendance. Are children arriving on time? Are some of them missing class? Are they using the library?” says Sabéré Coulibaly, Minister for Education in his school’s student government, in Ségou Region. Student participation is correlated with improved academic performance and is a cornerstone of child-friendly schools, which prioritize children’s learning as much as their overall well-being.
©MLIA2011-01099/Lynch
To see more: www.unicef.org/photography
Also download the UNICEF Photography iPhone app here
This World Environment Day, let’s all stand united in our pledge to prioritize our responsibilities towards Nature.
#Ada #Chikankari #Saveenviroment #Worldenviromentday
Everyone has a right to access our public lands, but few of Glacier's trails were created with accessibility in mind.
A first step to addressing limits to accessibility is to identify them.
Glacier and the National Park Service are using tools—like the orange, one-wheeled device a ranger is pictured here using—to evaluate trails in the park using the High Efficiency Trail Assessment Process (HETAP).
HETAP identifies trail variables: grade, cross-slope, trail width, surface material, and more.
This data allows park managers to prioritize future trail improvements, and allow visitors in the future to make more informed decisions.
to river.
"nothing will ever accidently drop. not from me. ever."
food > fetch.
and that is how all dogs prioritize.
my site:
facebook:
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twitter.com/iamboey
Everyone has a right to access our public lands, but few of Glacier's trails were created with accessibility in mind.
A first step to addressing limits to accessibility is to identify them.
Glacier and the National Park Service are using tools—like the orange, one-wheeled device pictured here alongside two rangers and a measuring tape—to evaluate trails in the park using the High Efficiency Trail Assessment Process (HETAP).
HETAP identifies trail variables: grade, cross-slope, trail width, surface material, and more.
This data allows park managers to prioritize future trail improvements, and allow visitors in the future to make more informed decisions.
Prioritizing is all about split second decisions that brain makes in a Do or Die situations. The Phu Quoc sea shore's rocky ledge taught me this, as I ventured for a sunset shot on them. I slipped suddenly on the wet precarious rocks & saw my hand held precious items like tripod, camera, the brittle ND Grad Filters & a freezing fermented Barley Beverage Can, fly away from my fingers, only to make a slow motion, gravity drawn descent in different directions.
I dived full length with my left hand outstretched, landed with a sickening thud on my ribs, but truly befitting a retired cricketer, caught the Beer Can! The Camera Gear I found are pretty robust equipment & survived the rocky crash.
Cheers!
Reached #253
View large on black (Hint: Clicking this makes the frame disappear)
Comment Anxiety
(I’ve been wanting to post this sentiment for a while and even though it seems awkward as my return post, I kinda don’t care since I never meant to take a flickr break in the first place and I’m not waiting any longer.)
I want to give a shout-out to my contacts today. You see, there are a handful of my contacts whose photostreams I can never seem to catch up with (I’m sure you know who you are). First, I know it's because these contacts upload every day, or just about every day, meaning, if I get even one day behind, I'm already several images behind when I finally get around to catching up. And sometimes, I prioritize my catching up by people who have the least amount of photos I've missed so I have an easier sense of accomplishment. This unfortunately means that the people who have more photos for me to catch up on are prioritized lower than they ought to be.
But more importantly, the reason I actually get behind on certain people’s photostreams more than others is because I see their newest photo and I simply loathe the idea of trying to leave an adequate comment because the photo is just. so. good. I suppose you might think I’m trying to make a compliment out of my neglect, but it’s true. Generally, the better the work, the more likely I’ll put off leaving a comment because I hate writing so much, especially having to write well. For some contacts, since their work is so unique and so terribly thoughtful, to leave a simple comment that neglects to heap on praise for every single reason I like the photograph would almost be an insult, at least in my mind.
So, I'd like to dedicate this particular b&w image to those contacts who I can never seem to catch up with and yet always finds time for my humble photostream, whose photostreams are consistently wonderful, making it impossible for me to feel comfortable leaving any sort of ineloquent comment, and specifically today, those brilliant black and white photographers who inspire me to take more b&w shots while consequently making me question why I bother taking b&w images at all! Silver Doctor and Timo Frey, thank you for your work.
And finally, to the rest of my contacts, who all have extraordinary work and fantastic artistry, I truly hope you visit Silver Doctor’s and Timo Frey’s streams and understand I mean no offense by this post as they are certainly not the only contacts who leave me with comment anxiety. :-)
WEDNESDAY, APRIL 12, 2023 - WASHINGTON DC. WORLD BANK GROUP/ INTERNATIONAL MONETARY FUND 2023 SPRING MEETINGS
Governing Effectively During Challenging Times
Overlapping crises, from COVID-19 and debt to climate change and conflict, are challenging many governments to operate differently, prioritizing the delivery of essential public goods and services to their people while protecting the most vulnerable.
Speakers: Shameran Abed, Executive Director, BRAC International; Pablo Arosemena Marriott, Minister of Economy and Finance, Ecuador; Sergii Marchenko, Minister of Finance of Ukraine; Mirjana Spoljaric Egger, President of the International Committee of the Red Cross; Anna Bjerde, Managing Director of Operations, World Bank Group. Host:Kathleen HaysGlobal Economics and Policy Editor, Bloomberg Television and Radio. Photo: World Bank / Ian Foulk
Joan Mitchell (1925-1992) oil on linen at the Art Institute of Chicago. Written near the painting: Although influenced by Abstract Expressionist artists in New York in the early 1950s, Joan Mitchell did not prioritize self-expression: her often exuberant abstractions were "about landscape, not about me," she once explained. Mitchell painted large, light-filled canvasses animated by loosely applied skeins of bright color—here infused with the energy of a large metropolis. The title suggests a relationship between the painting's network of pigments and the nerves or arteries of an urban space. The sense of spontaneity conveyed in "City Landscape," however belies Mitchell's methods. Unlike many of her contemporaries, who were dubbed "action painters," Mitchell worked slowly and deliberately. "I paint a little," she said. "The I sit and look at the painting, sometimes for hours. Eventually, the painting tells me what to do."
The Year Gone By……………
This is an update to the previous article entitled "My First Three Months in Neurosurgery" published in the May 2007 issue of www.lifeinneurosurgery.com
Both these articles are online now !!
Over the past one year, there have been a lot of significant changes, and I was eager to shed some light on the essential ones; and hence this article!
The most enthralling experience was attending the Gulf Neurosurgery Conference in Bahrain where I got a chance to interact with renowned personalities like Dr.Ossama Al-Mefty. Listening to the advances made in Neurosciences and related fields made me want to be a part of the process.. to be a building block of history in the making. It amazed me as to how some of the well-established physicians are in the habit of giving due value to the experience of their peers and are open to suggestions and constructive criticism! All in all I had a great time and left the conference determined to carve a niche in the wonderful world of Medicine!
Initially I was a happy-go-lucky resident, living for the moment, rushing from one ward to another to complete the never-ending list of tasks in my logbook. I have matured now to one who has an evolving long-term plan for the patient (and for myself) in mind. This is one of the biggest merits of being a resident.
In due course of time you realize that prioritization is an art and it’s not something that comes on its own. It requires effort, and then before you know it.. it becomes effortless.
It was an accepted fact that the noblest profession in the world of yesteryears was the Medical profession and that specifically referred to us Doctors (with an M.B, B.S/ M.D degree) as the gifted ones right on top of the graph second only to supreme celestial beings.
What’s the scenario now?
Things haven’t changed since then… the medical profession is still regarded as the most noble profession to be in for the simple reason that it deals directly with the health of human beings physical, mental and spiritual and thus enables them to live to a ripe age, earn a decent living, bring up a family and die with the satisfaction of having done all that’s supposed to done in life!
The Doctor once regarded as the sole entity to the means of health has been given his fair share of fame and glory; Now is the time for the world to sing the songs of praise for the other significant Vital members of the healthcare system who have had a major role to play in assisting the doctor at different levels to implement the treatment,, to prevent complications and better their lifestyle...
The halo around the head of the Doctors should expand to include all the nurses, allied health care providers such as physiotherapists, occupational therapists, speech therapists, auxiliary midwives, technicians, the biotech people who provide us with sophisticated precise instruments, the research labs and pharmacy personnel; All of them in no particular order have an equally important role to play in assisting the primary physician to provide the best care possible -- at a cost the community can afford.
Patient care SHOULD NOT be compromised at any level.
At this juncture its vital to know that the best way to treat a patient is to establish good teamwork comprising of various specialists available to provide quick assessment and give valuable feedback so that the necessary personnel are intimated followed by early diagnosis and prompt treatment.
Regardless of how much one is being paid the real initiative to perform to one’s best has to come from within… As a Chinese proverb goes, ”Choose a job you love, and you’ll never have to work a day in your life”. An indirect approach however is by applying monthly audits to identify defaulters and keep them in check! Such initiative enhancing measures may prove to be expensive to some.. but its well worth it !
On a more serious note I have come to believe that Complications Are Inevitable.
They form an essential basis.. the part and parcel of all informed consents.. and are aptly highlighted regardless of the magnitude of the treatment modality in question.
Every patient is different.
How a patient is going to respond to Drug A or B (pre, intra and post operatively), their body’s response to changing doses and their level of immunity at that time cannot be accurately assessed, and hence, leverage should be given. Needless to say these patients should be kept under close observation – preferably in rooms close to the nurses' station in the ward, or in ICU if the situation demands.
After a year, I have realized that 1+1 is not necessarily equal to 2.
This equation rarely holds time regarding anything in medicine, be it drug dosage, similar outcome after the same surgery in different patients and so on. It’s the same regarding policy and procedures. It does not produce the same result everywhere and hence, we notice the discrepancies between wards at the same hospital. The key to implementation is sizing up the number of co-workers, their strength and weaknesses on an individual level as well as in effective groups, and delegating job responsibilities accordingly.
Quality comes before quantity. At times, unrealistic expectations, drives people to unforeseen limits. I have come across intelligent patients who do, in due course of time, come to term with their disabilities and move on and are thankful to the caregiver for being honest. I feel it is our duty to portray an accurate picture about the patient’s condition to the relatives from the onset, regardless of how harsh the facts may be..
Practical problems I have faced so far vary between Nobel-prize winning examples of illegible handwriting and incomplete information over the phone from referring colleagues,, to patients deriving their own conclusions from previous episodes of doctor-shopping or worse -- from the experience of other patients!
I believe the key to successful documentation requires highlighting the relevant details but then again what may be irrelevant to the primary treating physician/department at that point of time may be of strong relevance to the one you are referring the case to.. and hence we should take note of this fact and make this our priority because in the end it is the patient that suffers and gets sleepless nights, not the physician.
I pray that one day (Insha Allah – God-willing) all institutions have a handwriting test incorporated as an integral part of the selection criteria!! I can’t emphasize this fact enough -- Clear legible handwriting/coherent communication is the key to smooth effective functioning at any institution.
At numerous occasions I have come across examples and I can speak with firm conviction and experience that such episodes peak during the end of working hours. They cause unnecessary inconvenience to the physician being consulted and may subsequently harm the patient.
Omitting facts is as big a crime as miscommunication, cell phones going off during conferences is plain annoying and residents not paying attention to the case being presented in the Morning report and worse – being self engrossed in their text books whilst the meetings are on is utterly disrespectful.. and the list is endless..
The aim of Medicine has not changed.. but the general outlook of healthcare providers has.. and therein lies the difference. At this day and age the goal of most graduates in all fields is quick success and easy money. I firmly believe that nowadays a contributing factor to rising medical negligence is physicians being paid for working overtime. As lady luck would have it physicians are not paid overtime in most institutions – for better or for worse.. but nursing staff get compensatory time off.. which is not really a ‘safe’ long term solution to counteract understaffing !!
I am convinced that ‘burn out’ is not a myth and it is not shameful to take a well-deserved break when one needs it..
Trust me - As a hospital employee a.k.a resident one should not expect a guardian angel to walk up to them and ask them to take a break.. Its their sole responsibility to decide when they need to stop and smell the roses.. Before they are a danger to themselves and to society!
Insha Allah (God-willing) May you achieve your short-term goals without compromising/sacrificing time, energy and consequently your health.
Essentially We are healthcare providers and love our profession, but a day should not come when we have to ‘taste our own medicine’ literally so to speak!!
No one is indispensable, and the show will go on..
I sincerely hope I perform to the best of my ability and ensure.. in my very own small way.. that Medicine prospers in the years to come!
And YES ! The invisible, yet existent umbilical cord always pulls me (and the rest of us) back to work; Here’s where we belong and here’s where we shall evolve into bright young able physicians of tomorrow – Insha Allah (God-willing) !
Here you see its size compared to a modified Lego DeLorean. I really liked that the Lego version had play functionality prioritized over scale accuracy. A true minifigure-scale car would be very difficult to comfortably fit two minifigures in, and would sap the potential for many details.
Push. Turn up the volume. Go hard. Go harder.
Re-prioritize your aches and pains.
Infuse your sensitivities with courage.
Tell fear to fuck right the fuck off.
Devote to Done.
There are soul-justified reasons to cancel. There are times to just stop. This isn’t one of them. Keep going. Show up. Full on. Full tilt. Full out. Decide to be one of those people who pull it off.
Do what you say you’re going to do.
Don’t let us down.
Decide to rise.
Why decide to rise? Not for the reasons you might think. In fact, these are the reasons that will make you sick and tired:
Do not rise out of obligation. Do not rise because of feared consequences. Do not rise because you think being tough makes you smarter (it doesn’t.)
Decide to rise because you want to expand — your being, your life, your possibilities.
Decide to rise because super powers are meant to be activated and applied in everyday life.
Decide to rise to explore your place in the universe.
On the other side of deciding to rise is illumination, ecstasy, insight. And the angel of your strength is there waiting, smiling, applauding, with a goblet of endorphins for you. Drink up.
When you transcend circumstances you get special privileges. You get evidence that you are indeed amazing, and irrefutable proof that what your heart and mind choose is what matters. And you get the deep knowing that life wants you to win.
Decide to rise.
Lean in. Listen up. Closely.
It’s your soul speaking and she says,
Get UP! I need you. I want you. I am you. Choose me.
Lean in. Listen up. Closely.
Decide to rise.
Danielle LaPorte
I had continued through a strip of Chinatown in Toronto's east end on a small shopping trip when I caught this intense flash of red disappearing around the corner at the end of the block. I picked up the pace and rounded the corner to discover she had not gone far but was sitting on some steps in the bright early fall sunshine with her dog. I approached her and she introduced herself. "I'm Cheryl" she said. We shook hands. I complimented her on the hat and said it had caught my attention from nearly a block away. She said "I got it at the dollar store. It was $3.30." I'd call it a bargain to get that much flash for under $4.
I explained my photo project and Cheryl said she'd be happy to participate and assumed (as most do) that I wanted blazing sunlight and there was plenty of that. I explained I needed less sun and her next suggestion was the flower garden across the street - still too sunny. I walked with her and her dog to the covered sidewalk alongside the local community centre, explaining it would make a better portrait "Just trust me." Cheryl probably thought it an odd location but bowed to my judgment. I took a few photos and all were virtually identical except for minor differences in camera angle. She said "I'm not going to smile because my teeth are broken and I'm waiting for replacements." I said that was ok.
I also commented that her sunglasses had a nice, bright look but I'd like to see her eyes in a photo and she removed the glasses with no complaint but she had sensitive eyes and was squinting almost shut in those photos. I felt a bit guilty and apologized. She said she'd never been outside Canada. "We have lousy weather here but it's home. Too cold in winter and too hot in summer."
Cheryl talked a blue streak and it didn't take long for me to realize she has some health problems with mood regulation. It was hard to keep up with her but she was friendly and boy was she talkative. She's 59 and gets by on a disability pension. When I asked if she was connected with good health care for her mood issues she said she was and it was through one of the city's major teaching hospitals that has a good outreach program.
When I asked if she has worked in the past she said "Just part-time jobs." She went on to list a few social agencies that had given her part-time employment through the years. There is good evidence that both paid employment and volunteering can do wonders for those who are facing challenging lives. Being useful to others can do a lot for self-esteem and can also boost the mood.
Cheryl's dog is "Teddy Bear" and she said she adopted him along with several cats. I said I wanted a photo of her and Teddy Bear and of course had the usual problem with such photos - either she was looking my way or he was but never both. As I already had a photo of Cheryl, I prioritized Teddy Bear in the joint photo.
What I asked if she had a message for viewers of the project I wasn't sure what to expect. Her response, however, proved quite on topic: "Stop animal cruelty. Everyone should be kind to animals." Amen.
We parted with good wishes for each other and Cheryl wished me good luck with my project. "Don't take too many pictures of pretty girls though, or your wife might get mad." I thanked her for her concern and for her good advice. :-)
Thank you Cheryl for demonstrating once again the kindness of complete strangers. It's great to have you in my project.
This is my 61st submission to The Human Family group on Flickr.
You can view more street portraits and stories by visiting The Human Family..
Follow-up: My wife and I were downtown for lunch a couple of hours later and who should I see waking her big black dog along the sidewalk, a good 2-3 miles from where we met this morning? Yep. Cheryl. It's a small world (and Sheryl must be getting good exercise).
+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
Bob Cusack, Editor-in-Chief of The Hill, interviews Sen. Bill Cassidy (R-La.) during a policy briefing entitled “Prioritizing Patients: A Discussion on Outcomes-Based Care” sponsored by The Value Collaborative, PhRMA, and The Hill at the Council on Foreign Relations in Washington, D.C., on Tuesday, June 13, 2017.
PORTSMOUTH, Va. (Dec. 23, 2020) – Hospitalman Jamesetta Karnwie, assigned to the aircraft carrier USS John C. Stennis (CVN 74) Medical Department, receives the COVID-19 vaccine from Hospitalman Kelly Wilson, assigned to Naval Medical Center Portsmouth (NMCP) Immunizations Clinic, Dec. 23. NMCP is supporting the fleet by providing the voluntary vaccination within the DoD phased approach to prioritizing mission-essential healthcare personnel in receiving the vaccine. The John C. Stennis is partnering with Newport News Shipbuilding to complete Refueling Complex Overhaul on schedule with a trained, resilient and cohesive crew. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kris R. Lindstrom/Released)
。鸡腿烧熟，就这么简单
酱油倒多了，黑糊糊的。
Is it success or not? How to define a dish is good or not, there are five constrains: color, fragrance, taste, sense, shape. But for homemade meal, we can not ask too much. If prioritizing those five conditions, I believe taste is the no.1, and fragrance, color shape, and sense are followings in sequence. Then, how to score a dish? If we give those five conditions different priorities, for example, the taste 5, fragrance 4, color 3, shape 2, and sense 1. For each of the category, we give the scores from 1-10. Then, a dish can be scored from 5 to 50.
What a wonderful dish-score-system, and what a geek I am.
Anyway, what I want to say is that this dish looks ugly, without great color and the gravy is too much. All of them will result in a quite low score in color, sense and shape. But from taste and fragrance's point of view, this dish is a great one.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Georgian Air Force and Air Defense Division (თავდაცვის ძალების ავიაციისა და საჰაერო თავდაცვის სარდლობა; tavdatsvis dzalebis aviatsiisa da sahaero tavdatsvis sardloba) was established on January 1, 1992, and in September the Georgian Air Force conducted its first combat flight during the separatist war in Abkhazia. On August 18, 1998, the two divisions were unified in a joint command structure and renamed the Georgian Air Force.
In 2010, the Georgian Air Force was abolished as a separate branch and incorporated into the Georgian Land Forces as Air and Air Defense sections. By that time, the equipment – primarily consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.
In order to rejuvenate the air arm, Tbilisi Aircraft Manufacturing (TAM), also known as JSC Tbilaviamsheni and formerly known as 31st aviation factory, started a modernization program for the Su-25, for the domestic forces but also for export customers. TAM had a long tradition of aircraft production within the Soviet Union. In the 1950s the factory started the production of Mikoyan's MiG-15 and later, the MiG-17 fighter aircraft. In 1957 Tbilisi Aircraft State Association built the MiG-21 two-seater fighter-trainer aircraft and its various derivative aircraft, continuing the MiG-21 production for about 25 years. At the same time the company was manufacturing the K-10 air-to-surface guided missile. Furthermore, the first Sukhoi Su-25 (known in the West as the "Frogfoot") close support aircraft took its maiden voyage from the runway of 31st aviation factory. Since then, more than 800 SU-25s had been delivered to customers worldwide. From the first SU-25 to the 1990s, JSC Tbilaviamsheni was the only manufacturer of this aircraft, and even after the fall of the Soviet Union the production lines were still intact and spares for more than fifty complete aircraft available. Along with the SU-25 aircraft 31st aviation factory also launched large-scale production of air-to-air R-60 and R-73 IR guided missiles, a production effort that built over 6,000 missiles a year and that lasted until the early 1990s. From 1996 to 1998 the factory also produced Su-25U two-seaters.
In 2001 the factory started, in partnership with Elbit Systems of Israel, upgrading basic Su-25 airframes to the Su-25KM “Scorpion” variant. This was just a technical update, however, intended for former Su-25 export customers who would upgrade their less potent Su-25K export aircraft with modern avionics. The prototype aircraft made its maiden flight on 18 April 2001 at Tbilisi in full Georgian Air Force markings. The aircraft used a standard Su-25 airframe, enhanced with advanced avionics including a glass cockpit, digital map generator, helmet-mounted display, computerized weapons system, complete mission pre-plan capability, and fully redundant backup modes. Performance enhancements included a highly accurate navigation system, pinpoint weapon delivery systems, all-weather and day/night performance, NATO compatibility, state-of-the art safety and survivability features, and advanced onboard debriefing capabilities complying with international requirements. The Su-25KM had the ability to use NATO-standard Mark 82 and Mark 83 laser-guided bombs and new air-to-air missiles, the short-range Vympel R-73. This upgrade extended service life of the Su-25 airframes for another decade.
There were, however, not many customers. Manufacturing was eventually stopped at the end of 2010, after Georgian air forces have been permanently dismissed and abolished. By that time, approximately 12 Scorpions had been produced, but the Georgian Air Force still used the basic models of Su-25 because of high cost of Su-25KM and because it was destined mainly for export. According to unofficial sources several Scorpions had been transferred to Turkmenistan as part of a trade deal.
In the meantime, another, more ambitious project took shape at Tbilisi Aircraft Manufacturing, too: With the help of Israel Aircraft Industries (IAI) the company started the development of a completely new attack aircraft, the TAM-1 “Gvelgeslas” (გველგესლას, Viper). It heavily relied on the year-long experience gathered with Su-25 production at Tblisi and on the tools at hand, but it was eventually a completely new aircraft – looking like a crossbreed between the Su-25 and the American A-10 with a T-tail.
This new layout had become necessary because the aircraft was to be powered by more modern, less noisy and more fuel-efficient Rolls Royce AE 3012 turbofan engines - which were originally intended to power the stillborn Yakovlev Yak-77 twin-engine business jet for up to 32 passengers, a slightly derated variant of the GMA 3012 with a 44 in diameter (112 cm) fan and procured via IAI from the United States through the company’s connection with Gulfstream Aerospace. Their larger diameter (the Su-25’s original Soyuz/Tumansky R-195 turbojets had a diameter of 109,5 cm/43.1 in) precluded the use of the former integral engine nacelles along the fuselage. To keep good ground clearance against FOD and to protect them from small arms fire, the engine layout was completely re-arranged. The fuselage was streamlined, and its internal structure was totally changed. The wings moved into a low position. The wings’ planform was almost identical to the Su-25’s, together with the characteristic tip-mounted “crocodile” air brakes. Just the leading edge inside of the “dogteeth” and the wing roots were re-designed, the latter because of the missing former engine nacelles. This resulted in a slightly increased net area, the original wingspan was retained. The bigger turbofans were then mounted in separate pods on short pylons along the rear fuselage, partly protected from below by the wings. Due to the jet efflux and the engines’ proximity to the stabilizers, these were re-located to the top of a deeper, reinforced fin for a T-tail arrangement.
Since the Su-25’s engine bays were now gone, the main landing gear had to be completely re-designed. Retracting them into the fuselage or into the relatively thin wings was not possible, TAM engineers settled upon a design that was very similar to the A-10: the aircraft received streamlined fairings, attached to the wings’ main spar, and positioned under the wings’ leading edges. The main legs were only semi-retractable; in flight, the wheels partly protruded from the fairings, but that hardly mattered from an aerodynamic point of view at the TAM-1’s subsonic operational speed. As a bonus they could still be used while retracted during emergency landings, improving the aircraft’s crash survivability.
Most flight and weapon avionics were procured from or via Elbit, including the Su-25KT’s modernized “glass cockpit”, and the TAM-1’s NATO compatibility was enhanced to appeal to a wider international export market. Beyond a total of eleven hardpoints under the wings and the fuselage for an external ordnance of up to 4.500 kg (9.900 lb), the TAM-1 was furthermore armed with an internal gun. Due to procurement issues, however, the Su-25’s original twin-barrel GSh-30-2 was replaced with an Oerlikon KDA 35mm cannon – a modern variant of the same cannon used in the German Gepard anti-aircraft tank, adapted to the use in an aircraft with a light-weight gun carriage. The KDA gun fired with a muzzle velocity of 1,440 m/s (4,700 ft/s) and a range of 5.500m, its rate of fire was typically 550 RPM. For the TAM-1, a unique feature from the SPAAG installation was adopted: the gun had two magazines, one with space for 200 rounds and another, smaller one for 50. The magazines could be filled with different types of ammunition, and the pilot was able select between them with a simple switch, adapting to the combat situation. Typical ammunition types were armor-piercing FAPDS rounds against hardened ground targets like tanks, and high explosive shells against soft ground targets and aircraft or helicopters, in a 3:1 ratio. Other ammunition types were available, too, and only 200 rounds were typically carried for balance reasons.
The TAM-1’s avionics included a SAGEM ULISS 81 INS, a Thomson-CSF VE-110 HUD, a TMV630 laser rangefinder in a modified nose and a TRT AHV 9 radio altimeter, with all avionics linked through a digital MIL-STD-1553B data bus and a modern “glass cockpit”. A HUD was standard, but an Elbit Systems DASH III HMD could be used by the pilot, too. The DASH GEN III was a wholly embedded design, closely integrated with the aircraft's weapon system, where the complete optical and position sensing coil package was built within the helmet (either the USAF standard HGU-55/P or the Israeli standard HGU-22/P), using a spherical visor to provide a collimated image to the pilot. A quick-disconnect wire powered the display and carried video drive signals to the helmet's Cathode Ray Tube (CRT).
The TAM-1’s development was long and protracted, though, primarily due to lack of resources and the fact that the Georgian air force was in an almost comatose state for several years, so that the potential prime customer for the TAM-1 was not officially available. However, the first TAM-1 prototype eventually made its maiden flight in September 2017. This was just in time, because the Georgian Air Force had formally been re-established in 2016, with plans for a major modernization and procurement program. Under the leadership of Georgian Minister of Defense Irakli Garibashvili the Air Force was re-prioritized and aircraft owned by the Georgian Air Force were being modernized and re-serviced after they were left abandoned for 4 years. This program lasted until 2020. In order to become more independent from foreign sources and support its domestic aircraft industry, the Georgian Air Force eventually ordered eight TAM-1s as Su-25K replacements, which would operate alongside a handful of modernized Su-25KMs from national stock. In the meantime, the new type also attained interest from abroad, e. g. from Bulgaria, the Congo and Cyprus. The IDF thoroughly tested two early production TAM-1s of the Georgian Air Force in 2018, too.
General characteristics:
Crew: 1
Length: 15.53 m (50 ft 11 in), including pitot
Wingspan: 14.36 m (47 ft 1 in)
Height: 4.8 m (15 ft 9 in)
Wing area: 35.2 m² (378 sq ft)
Empty weight: 9,800 kg (21,605 lb)
Gross weight: 14,440 kg (31,835 lb)
Max takeoff weight: 19,300 kg (42,549 lb)
Powerplant:
2× Rolls-Royce AE 3012 turbofans with 44.1 kN (9,920 lbf) thrust each
Performance:
Maximum speed: 975 km/h (606 mph, 526 kn, Mach 0.79)
Range: 1.000 km (620 mi, 540 nmi) with internal fuel, clean
Combat range: 750 km (470 mi, 400 nmi) at sea level with 4.500 kg (9,911 lb) of ordnance,
incl. two external fuel tanks
Service ceiling: 7.800 m (25,550 ft)
g limits: +6.5
Rate of climb: 58 m/s (11,400 ft/min)
Armament:
1× 35 mm (1.38 in) Oerlikon KDA cannon with 200 rds in two magazines
under the lower forward fuselage, offset to port side.
11× hardpoints with a capacity of up to 4.500 kg (9,911 lb) of external stores
The kit and its assembly:
This rather rigorous conversion had been on my project list for many years, and with the “Gunships” group build at whatifmodellers.com in late 2021 I eventually gathered my mojo to tackle it. The ingredients had already been procured long ago, but there are ideas that make you think twice before you take action…
This build was somewhat inspired by a CG rendition of a modified Su-25 that I came across while doing online search for potential ideas, running under the moniker “Su-125”, apparently created by someone called “Bispro” and published at DeviantArt in 2010; check this: (www.deviantart.com/bispro/art/Sukhoi-Su-125-Foghorn-15043...). The rendition shows a Su-25 with its engines re-located to the rear fuselage in separate nacelles, much like an A-10, plus a T-tail. However, as many photoshopped aircraft, the shown concept had IMHO some flaws. Where would a landing gear go, as the Su-125 still had shoulder wings? The engines’ position and size also looked fishy to me, quite small/narrow and very far high and back – I had doubts concerning the center of gravity. Nevertheless, I liked the idea, and the idea of an “A-10-esque remix” of the classic Frogfoot was born.
This idea was fueled even further when I found out that the Hobbycraft kit lends itself to such a conversion. The kit itself is not a brilliant Su-25 rendition, there are certainly better models of the aircraft in 1:72. However, what spoke for the kit as whiffing fodder was/is the fact that it is quite cheap (righteously so!) and AFAIK the only offering that comes with separate engine nacelles. These are attached to a completely independent central fuselage, and this avoids massive bodywork that would be necessary (if possible at all) with more conventional kits of this aircraft.
Another beneficial design feature is that the wing roots are an integral part of the original engine nacelles, forming their top side up to the fuselage spine. Through this, the original wingspan could be retained even without the nacelles, no wing extension would be necessary to retain the original proportions.
Work started with the central fuselage and the cockpit tub, which received a different (better) armored ejection seat and a pilot figure; the canopy remained unmodified and closed, because representing the model with an open cockpit would have required additional major body work on the spinal area behind the canopy. Inside, a new dashboard (from an Italeri BAe Hawk) was added, too – the original instrument panel is just a flat front bulkhead, there’s no space for the pilot to place the legs underneath the dashboard!
In parallel, the fin underwent major surgery. I initially considered an A-10-ish twin tail, but the Su-25’s high “tail stinger” prevented its implementation: the jet efflux would come very close to the tail surfaces. So, I went for something similar to the “Su-125” layout.
Mounting the OOB stabilizers to the fin was challenging, though. The fin lost its di-electric tip fairing, and it was cut into two sections, so that the tip would become long enough to match the stabilizers. A lucky find in the scrap box was a leftover tail tip from a Matchbox Blackburn Buccaneer, already shortened from a former, stillborn project: it had now the perfect length to take the Su-25 stabilizers! To make it fit on the fin, an 8mm deep section was inserted, in the form of a simple 1.5mm styrene sheet strip. Once dry, the surface was re-built with several PSR layers. Since it would sit further back on the new aircraft’s tail, the stinger with a RHAWS sensor was shortened.
On the fuselage, the attachment points for the wings and the engine nacelles were PSRed away and the front section filled with lots of lead beads, hoping that it would be enough to keep the model’s nose down.
Even though the wings had a proper span for a re-location into a low position, they still needed some attention: at the roots, there’s a ~1cm wide section without sweep (the area which would normally cover the original engine nacelles’ tops). This was mended through triangular 1.5 mm styrene wedges that extended the leading-edge sweep, roughly cut into shape once attached and later PSRed into the wings’ surfaces
The next construction site were the new landing gear attachment points. This had caused some serious headaches – where do you place and stow it? With new, low wings settled, the wings were the only logical place. But the wings were too thin to suitably take the retracted wheels, and, following the idea of a retrofitted existing design, I decided to adopt the A-10’s solution of nacelles into which the landing gear retracts forward, with the wheels still partly showing. This layout option appears quite plausible, since it would be a “graft-on” solution, and it also has the benefit of leaving lots of space for underwing stores, since the hardpoints’ position had to be modified now, too.
I was lucky to have a pair of A-10 landing gear nacelles at hand, left over from a wrecked Matchbox model from childhood time (the parts are probably 35 years old!). They were simply cut out, glued to the Su-25 wings and PSRed into shape. The result looked really good!
At this point I had to decide the model’s overall layout – where to place the wings, the tail and the new engine nacelles. The latter were not 1:72 A-10 transplants. I had some spare engine pods from the aforementioned Matchbox wreck, but these looked too rough and toylike for my taste. They were furthermore too bulky for the Su-25, which is markedly smaller than an A-10, so I had to look elsewhere. As a neat alternative for this project, I had already procured many moons ago a set of 1:144 resin PS-90A engines from a Russian company called “A.M.U.R. Reaver”, originally intended for a Tu-204 airliner or an Il-76 transport aircraft. These turbofan nacelles not only look very much like A-10 nacelles, just a bit smaller and more elegant, they are among the best resin aftermarket parts I have ever encountered: almost no flash, crisp molding, no bubbles, and perfect fit of the parts – WOW!
With these three elements at hand I was able to define the wings’ position, based on the tail, and from that the nacelles’ location, relative to the wings and the fin.
The next challenge: how to attach the new engines to the fuselage? The PS-90A engines came without pylons, so I had to improvise. I eventually found suitable pylons in the form of parts from F-14A underwing missile pylons, left over from an Italeri kit. Some major tailoring was necessary to find a proper position on the nacelles and on the fuselage, and PSRing these parts turned out to be quite difficult because of the tight and labyrinthine space.
When the engines were in place, work shifted towards the model’s underside. The landing gear was fully replaced. I initially wanted to retain the front wheel leg and the main wheels but found that the low wings would not allow a good ground clearance for underwing stores and re-arming the aircraft, a slightly taller solution was necessary. I eventually found a complete landing gear set in the scrap box, even though I am not certain to which aircraft it once belonged? I guess that the front wheel came from a Hasegawa RA-5C Vigilante, while the main gear and the wheels once belonged to an Italeri F-14A, alle struts were slightly shortened. The resulting stance is still a bit stalky, but an A-10 is also quite tall – this is just not so obvious because of the aircraft’s sheer size.
Due to the low wings and the landing gear pods, the Su-25’s hardpoints had to be re-arranged, and this eventually led to a layout very similar to the A-10. I gave the aircraft a pair of pylons inside of the pods, plus three hardpoints under the fuselage, even though all of these would only be used when slim ordnance was carried. I just fitted the outer pair. Outside of the landing gear fairings there would have been enough space for the Frogfoot’s original four outer for pylons, but I found this to be a little too much. So I gave it “just” three, with more space between them.
The respective ordnance is a mix for a CAS mission with dedicated and occasional targets. It consists of:
- Drop tanks under the inner wings (left over from a Bilek Su-17/22 kit)
- A pair of B-8M1 FFAR pods under the fuselage (from a vintage Mastercraft USSR weapon set)
- Two MERs with four 200 kg bombs each, mounted on the pylons outside of the landing gear (the odd MERs came from a Special Hobby IDF SMB-2 Super Mystère kit, the bombs are actually 1:100 USAF 750 lb bombs from a Tamiya F-105 Thunderchief in that scale)
- Four CBU-100 Rockeye Mk. II cluster bombs on the outer stations (from two Italeri USA/NATO weapon sets, each only offers a pair of these)
Yes, it’s a mix of Russian and NATO ordnance – but, like the real Georgian Su-25KM “Scorpion” upgrade, the TAM-1 would certainly be able to carry the same or even a wider mix, thanks to modified bomb racks and wirings. Esp. “dumb” weapons, which do not call for special targeting and guidance avionics, are qualified.
The gun under the nose was replaced with a piece from a hollow steel needle.
Painting and markings:
Nothing unusual here. I considered some more “exotic” options, but eventually settled for a “conservative” Soviet/Russian-style four-tone tactical camouflage, something that “normal” Su-25s would carry, too.
The disruptive pattern was adapted from a Macedonian Frogfoot but underwent some changes due to the T-tail and the engine nacelles. The basic tones were Humbrol 119 (RAF Light Earth), 150 (Forest Green), 195 (Chrome Oxide Green, RAL 6020) and 98 (Chocolate) on the upper surfaces and RLM78 from (Modelmaster #2087) from below, with a relatively low waterline, due to the low-set wings.
As usual, the model received a light black ink washing and some post-shading – especially on the hull and on the fin, where many details had either disappeared under PSR or were simply not there at all.
The landing gear and the lower areas of the cockpit were painted in light grey (Humbrol 64), while the upper cockpit sections were painted with bright turquoise (Modelmaster #2135). The wheel hubs were painted in bright green (Humbrol 101), while some di-electric fairings received a slightly less intense tone (Humbrol 2). A few of these flat fairings on the hull were furthermore created with green decal sheet material (from TL Modellbau) to avoid masking and corrections with paint.
The tactical markings became minimal, matching the look of late Georgian Su-25s. The roundels came from a Balkan Models Frogfoot sheet. The “07” was taken from a Blue Rider decal sheet, it actually belongs to a Lithuanian An-2. Some white stencils from generic MiG-21 and Mi-8 Begemot sheets were added, too, and some small markings were just painted onto the hull with yellow.
Some soot stains around the jet nozzles and the gun were added with graphite, and finally the kit was sealed with a coat of matt acrylic varnish.
A major bodywork project – and it’s weird that this is basically just a conversion of a stock kit and no kitbashing. A true Frogfoot remix! The new engines were the biggest “outsourced” addition, the A-10 landing gear fairings were a lucky find in the scrap box, and the rest is quite generic and could have looked differently. The result is impressive and balanced, though, the fictional TAM-1 looks quite plausible. The landing gear turned out to be a bit tall and stalky, though, making the aircraft look smaller on the ground than it actually is – but I left it that way.
[143/365] Tunnel of light.
I prioritized other things than photographing this weekend in Stockholm but at least I had my camera with me all the time and managed to take some shots.
Found this fantastic tunnel of light created by a street lamp highlighting the branches of a soaking wet tree. Hard to capture without a tripod though…
Have to go to sleep now...more uploads tomorrow...