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Our late winter break in Tenerife was a bit different this year. The weather was forecast to break the day we arrived – and it did! Rain wasn’t the problem it was gale force winds – the same winds that caused the dust storms in Africa that caused the pollution and sand in the UK. We have witnessed gales in Tenerife before but this was worse than we’d seen it in the past . The palm trees were bending, the sand drifting like snow and the sea was raging. We usually walk around 150 miles on a ten day break but for five days we just walked with a brief spell on the beach, then the gales came back. We covered 22 miles some days and totalled 192 miles, not bad for a beach holiday. In some of the photos it looks stunning but look at the tops of the palm trees, like inside out umbrellas, the beach beds are empty and the waves were up to ten feet high and smashing thirty feet in the air. For five days everyone stood taking photos of the sea. For two days all boats stayed in harbour, only the big ferries sailed, there wasn’t a thing at sea, not even the surfers, we’ve never known that happen before. To add to this jellyfish in their hundred were washing up on shore and there was a severe risk of a burn from them. Even when red flags were flying and flags warning about the jellyfish were up the occasional nutter would go in the water and some people took staggering risks with their children including one couple with a baby, dangling it over the waves, just to get a photo, playing chicken as monster waves crashed in.
One day I had to catch my club sandwich as it went flying from my plate in the wind, empty glasses slid off the table and seat cushions went cartwheeling down the pavement. A couple of days were dull and cool but the menacing clouds made impressive photos, the sea was like a boiling cauldron. We did have days of beautiful weather as well, the second half of the holiday was normal sunny Tenerife. I haven’t hired a car for ages on Tenerife, it adds a degree of hassle to – what is supposed to be – a sun and relax holiday so again we didn’t go up El Teide. Next time perhaps. I took my racing bike once just to cycle from sea level to 8000 feet nonstop – twice! it’s a seventy mile round trip and a long drag to the top. On the way home we had to make an emergency landing in Dublin, fire tenders with foam jets pointing at us, unfortunately I was facing the setting sun and couldn’t take photos as the sun was shining straight through the window. Seven and a half hours on the plane, not much fun.
To see more about the history of J B Schofield & Sons Ltd and their plant and vehicles look here: www.jbschofieldandsons.co.uk/
O Elevador da Glória é um funicular operado pela Carris. Liga a Baixa (Praça dos Restauradores) ao Bairro Alto (Jardim / Miradouro de São Pedro de Alcântara), em Lisboa, Portugal, e foi inaugurado a 24 de Outubro de 1885.
Bairro Alto (literally upper quarter in Portuguese) is an area of central Lisbon. It functions as a residential, shopping and entertainment district. Today, the Bairro Alto is the heart of Lisbon's youth and of the Portuguese capital's nightlife. Lisbon's Punk, Gay, Metal, Goth, Hip Hop and Reggae scenes, all have the Bairro as their home, due to the number of clubs and bars dedicated to each of them. The fado, Portugal's national song, still survives in the new Lisbon's nightlife. The crowd is a mix of local and tourist, straight and gay, and almost anything else imagined.
El 13 de abril de 1970 se pronunció una de esas frases que ha pasado a la historia "Houston, tenemos un problema", aunque en realidad la frase fue: "Bien, Houston, tenemos un problema aquí", pronunciada por Jack Swigert. A continuación, su compañero Jim Lovell dijo "Ah, Houston, hemos tenido un problema".
La misión Apolo 13 comenzó el 11 de abril de 1970, a las 13.13 horas. A los 5 minutos, empezaron los problemas: Hubo una vibración y el motor central se apagó 2 minutos antes de lo previsto. A pesar de esto, James Lowell comunicó al control de la NASA que la misión continuaba.
El día 13 de abril, los astronautas realizaron una transmisión en vivo por televisión durante una hora y, a los pocos minutos, el tanque de óxigeno (que era del Apolo 11 pero fue modificado para esta misión). Ante la falta de oxígeno, tuvieron que mudarse al módulo lunar y únicamente disponían de 150 c.c. de agua/día.
El 17 de abril consiguieron regresar a la Tierra, muy deshidratados y con unos 7kg menos cada uno.
This is the defective heatpipe of my MacBook 1.83GHz, responsible for my (more or less) random shutdowns as described in another picture.
It has been replaced today. I will see how long it makes my MacBook work now...
tbc
She doesn't have the balance thing quite under control.
She was thinking about jumping of the couch, changed her mind n turned around and then fell down.
Pronghorn Punk Hair Doo
This is the latest Pronghorn Punk look here at the Bliss DInosaur Ranch. THe adults try to talk to the kids. Then some older guy with a punk doo like this walks by and ruins it for the adults. The kids all want to look like this guy. Particularly in bad weather it seems. Add some freezing rain and voila, intant Pronghorn Punk.
I’m working hard on getting a collection of “looking over the shoulder” images from Pronghorn and Deer. It isn’t an easy perspective for me to get and I’m tickled when they come out this well. From the perspective of a doe standing right next to him from this capture. Placement of these game trail cameras is EVERYTHING. About 1 degree lower angle, it would have cut off the horn. I use what ever is at hand to adjust the angles on the cameras. Typically they attach to a post with a strap. Uses a stick or rock to keep it pointing where you want it to. In reality, the pointing is the only control you have over the game trail camera. Everything else is set/built by the programmers.
I’ve said numerous times that Game trail camera images are problematic to me. This one is 2feet by 3 feet at full resolution. So they do take some pretty high quality images. They all to a one however, need a LOT of fine detailed work to fix the problems built into the images by the cameras.
Location: Bliss Dinosaur Ranch, Wyoming/Montana borderlands
Title: Pronghorn Punk Hair Doo
Bears weened on garbage know nothing else, and become problem bears if they wander into residential areas.
Frequentemente o mountain bike exige do ciclista grande habilidade técnica para conseguir vencer os obstáculos do terreno e ainda manter-se em cima da bicicleta. Para atletas oriundos do ciclismo ou com pouca experiência nas trilhas isso pode ser um problema.
De um modo geral leva-se um tempo para que a habilidade técnica seja desenvolvida, mas existem algumas alternativas para que isso aconteça de forma mais rápida.
Ande na terra o máximo que puder, assim você se familiarizará com o terreno, os tipos de solo, o relevo, e algumas coisas deixarão de ser um bicho de sete cabeças. Tente andar nos mais variados terrenos que conseguir para assim se expor a situações diferentes que requeiram técnicas diferentes.
Aprenda com os mais experientes. Saber ler a trilha é uma habilidade importante dos mountain bikers (ou betetistas como dizem em Portugal). Atletas experientes conseguem identificar só de bater o olho os melhores lugares para passar na trilha e isso é fundamental em algumas situações como em uma decida em velocidade. Em pedaladas em grupo tente observar os atletas mais experientes e ver o traçado que eles escolhem no percurso.
Respeite-se. Submeter-se à situações diferentes é importante para você desenvolver suas habilidades sobre a bike, mas tenha sempre em mente que a segurança deve vir em primeiro lugar. Tenha bom senso, e não queira fazer trilhas muito além da sua habilidade. Tudo tem seu tempo! Como treinador, conheço muitos atletas afoitos que tentaram fazer provas, trilhas ou descidas muito além de sua habilidade e acabaram se acidentando.
Treine seu equilíbrio. Com os dois pés nos pedais, pare completamente a bicicleta e veja quanto tempo você consegue equilibrar-se sem colocar os pés no chão. Para os iniciantes é recomendado tentar o exercício na grama primeiro pra depois se aventurar no asfalto ou pisos mais duros.
Procure uma rua com pouco movimento e tente pedalar sobre as linhas da rua que demarcam as pists. Tente manter seus pneus totalmente sobre as linhas. É importante que você tente o exercício em diversas velocidades.
Aprenda a subir sarjetas! Saber empinar a roda da frente é uma habilidade essencial para qualquer ciclista que queira se aventurar nas trilhas. Use a calçada como obstáculo. Aproxime-se perpendicularmente ao meio fio em velocidade lenta e tente, ao mesmo tempo, pedalar e puxar a roda da frente. O segredo aqui não é força e sim a coordenação. Levante a roda da frente e assim que a roda da frente tiver transposto o obstáculo, alivie o peso da roda traseira para passar.
Pedale Redondo! No Mountain Bike, por andarmos em terrenos que oferecem pouca tração, quanto melhor for nossa técnica de pedalada, melhor conseguiremos tracionar sobre o terreno. Inclua em seus treinos os educativos de pedalar com uma perna só para desenvolver sua técnica de pedalada.
Aprenda a cambiar corretamente. Um dos maiores erros dos iniciantes é não saber utilizar sua relação de marchas adequadamente. Sua bicicleta não possui 30 marchas a toa! As melhores dicas para aprender a cambiar corretamente sua bicicleta são:
Evitar cruzar as marchas. Não use o seu volante grande com as marchas leves do seu cassete e nem as marchas pesadas com o volante menor. Assim você garante o correto funcionamento do seu equipamento, evita desgastes desnecessários e previne sua corrente de quebrar.
Mude antes. O segredo do uso das marchas é fazer com que você consiga manter-se em sua cadência ideal. Em subidas não espere até a última hora para aliviar a marcha, mude de marcha um pouco antes de chegar ao pé da subida. Nas curvas fechadas, coloque uma marcha leve o suficiente para que você consiga retomar a velocidade mais facilmente após a curva.
Enrico-Picciotto MB
Chemistry is one of the three main branches of science which deals with the study of matters and the changes it undergoes during a chemical reactions. To have a complete learning over this subject, it is essential to understand the concepts well and this is possible only by having a quality tutor. The advantage of our online tutoring is that you can connect with a tutor online at any time and get personalized attention and one-on-one tutoring. Our online tutors are available 24/7. Also you don't have to waste time in travel since you can get help from the comfort of your home. You don't have to worry about your chemistry problems, as our tutors will help you to get answers as soon as possible. We also provide chemistry problems help.
The swans have been sitting tight for a number of weeks now but today Bonnie got up to turn the eggs for long enough for us to get a glimpse. There appear to be at least 4 eggs in there - fingers crossed for safe arrival of the cygnets, as recent goslings and some of the ducklings have not survived for long. Not sure if they have a mink problem again this year.
Uthayan ~ Tamil language daily newspaper was started in 1985 in Jaffna, North of Sri Lanka .
A protest was organised by Free Media Movement (FMM), Sri Lanka Tamil Media Alliance (SLTMA), Sri Lanka Muslim Media Forum (SLMMF), Sri Lanka Working Journalists Association (SLWJA), Federation of Media Employees Trade Union (SLMETU),Media Movement for Democracy (MMD) and South Asia Free Media Association (SAFMA).Nearly 47 journalists from Colombo traveled to Jaffna by A9 highway to show solidarity. They condemned the brutal assault by protesting in front of the Sri Lanka Transport Board bus stand in Jaffna on 16th of August 2011. It was a rare protest for the Peninsula people to witness. “ஏதாவது பிரச்சினையோ?” ~ “Is there any problem?”, “என்ன பிரச்சினை?” ~ “What is the problem?”, “இங்கை என்ன நடக்குது?” ~ “What is happening here?” a few onlookers, passers ~ by and shop keepers asked me while the protest was getting underway on a balmy day in Jaffna. “இங்கை உண்மையா என்ன நடக்குது? ~ “What is actually happening here” asked the owner of a newly built restaurant, while I was running to the restaurant roof top to capture the moments on my camera.
There was chaos as the protesters arrived in Jaffna town with placards in Tamil. Police in the vicinity came closer and asked them not to block the traffic. Verbal argument took place between the Police and the protesters. But the protesters kept chanting and walking. The traffic came to a standstill for a couple of moments, as the protesters took the space on the mot busiest road in Jaffna, the Hospital road while carrying the placards in Tamil ~ “யாழ்ப்பாண ஊடகவியலாளர்களுக்கு யார் பாதுகாப்பு?” ~ “Who is responsible for the lives of the journalists in Jaffna?”, “ஊடக சுதந்திரம் பாதுகாக்கப்பட வேண்டும்” ~ “Media freedom needs to be protected”, “எப்போ முடியும் யாழ்ப்பாணத்தில் அடக்குமுறைகள்?” ~ “When will the suppression come to an end in Jaffna?”, “ஊடக சுதந்திரத்தைப் பாதுகாக்க ஒன்றுபடுவோம்” ~ Let’s unite to protect media freedom”, “குகநாதனுக்கு விழுந்த அடி உண்மைக்கு விழுந்த பேரிடி”~ Assault on Kuganathan is an assault on the Truth, “ஊடகத்துறைக்கு எதிரான அடக்குமுறையை ஒழிப்போம்” ~ Eradicate Suppression Against the Media” “ஊடகத்தின் மீதான தாக்குதலை உடனே நிறுத்து” ~ “Stop Attacking the Media Immediately”, “ஜனநாயகத்தின் குரலை ஒடுக்காதே” ~ “Don’t Suppress the voice of Democracy”, “தேர்தலில் தோற்றவர்களா மண்டையைப் பிளந்தார்கள்?” ~ “Did they split the head those who lost the elections?”
The protesters chanted “Let Us Write”,“Continue; Continue; Continue to Write”,“Do Not Kill; Do Not Kill; Do Not Kill Us; Do Not Kill the Journalists, Do Not Kill the Democracy”,“Uthyan was attacked, but nobody was arrested”, “Bring the culprit to the courts”“Do Not Attack; Do Not Attack; Do Not Attack the Media”, “Take Your Hands Off Media”“Stop; Stop; Stop the Suppression” “Kuganathan; Kuganthan who wrote the plight of the people”, “Kuganathan was attacked with Iron rods”,“Kuganathan; Kuganathan; Keep Writing, “Lift the Emergency Immediately” in Tamil and Sinhala. There were nearly 350 journalists, activists and politicians participated in the protest according to the organisers.
“I want to continue to highlight the activities against the humanity” ~ Gnanasundaram Kuganathan. Please click passionparade.blogspot.com/2011/08/i-want-to-continue-to-... to read and view more.
“En Sonora con una coordinación operativa eficaz y un trabajo permanente de prevención hemos podido contener el problema y seguimos reforzando la estrategia para lograr superarla”, aseguró el jefe del Ejecutivo.
Ver boletín del evento en:
www.slideshare.net/GuillermoPadres/03052011-b051105
es.scribd.com/doc/240194562/03-05-2011-Guillermo-Padres-a...
Hermosillo, Sonora, Mayo 03 de 2011.- La participación ciudadana y la coordinación de los tres niveles de gobierno es factor determinante en Sonora para lograr resultados positivos en la lucha contra el narcotráfico y la delincuencia organizada, coincidieron el Gobernador Guillermo Padrés y el Gral. Andre Foullón Van Lissum Comandante de la IV Zona Militar.
Tan solo en el último año gracias a 457 denuncias ciudadanas se lograron confiscar en la entidad 532 armas, detenido a 200 presuntos delincuentes, incautar droga y destruir plantíos de marihuana con pérdidas para los narcotraficantes por más de mil 500 millones de pesos.
De pie y con un aplauso reconoció el Gobernador Padrés la labor del Ejército y las fuerzas de seguridad al encabezar el foro “Desarrollo Integral para un Sonora Seguro”.
Tanto el mandatario estatal como el General Andre Foullón destacaron que la participación de los ciudadanos es sin duda factor clave para asegurar el éxito de la lucha que hoy libra el estado mexicano en contra de los carteles de la droga y que amenazan desintegrar a las familias mexicanas.
“En Sonora con una coordinación operativa eficaz y un trabajo permanente de prevención hemos podido contener el problema y seguimos reforzando la estrategia para lograr superarla”, aseguró el jefe del Ejecutivo.
El Comandante de la IV Zona Militar reconoció públicamente que gracias a las llamadas ciudadanas de los sonorenses el Ejército mexicano ha logrado importantes decomisos de drogas, armas y detención de personas involucraras en hechos delictivos.
“Esto marcará la diferencia en el Sonora seguro que todos buscamos y que estamos convencidos que permeara en el resto del país”, dijo Comandante Van Lissum.
Legisladores, académicos, empresarios, padres de familia, funcionarios públicos responsables de las áreas de seguridad como así como de derechos humanos acudieron a este foro convocado por jefe del Ejecutivo para replantear acciones, tomar ideas y con ello fortalecer de manera integral la seguridad de los sonorenses.
El rector de la Universidad de Sonora Heriberto Grijalva Monteverde y el coordinador de los organismos empresariales Ernesto Brau destacaron que todos tenemos una parte de responsabilidad y un rol que asumir en esta lucha que libran las corporaciones mexicanas.
“Esta es la oportunidad de trabajar en equipo, que cada uno ponga su granito de arena. Estamos puestos y dispuestos al trabajo”, dijo Ernesto Brau el representante del empresariado mexicano.
En nombre de la academia el rector de la Universidad de Sonora, Heriberto Grijalva Monteverde confió que las propuestas que aquí surjan sirvan para mejorar el clima de seguridad que se vive en Sonora.
“Impunidad y desintegración familiar es un panorama que preocupa a los sonorenses y que juntos debemos enfrentar”, aseguró.
El Gobernador Padres reconoce labor del Ejército y policías en el Estado
El Gobernador Padres rompió el protocolo para eventos de esta naturaleza y pidió un aplauso de pie a la labor conjunta del Ejército mexicano y los cuerpos de seguridad que han hecho de Sonora el estado más seguro de la frontera norte del Estado por su arriesgada labor de salvaguardar la vida de las familias sonorenses.
En este contexto se dijo complacido y sorprendido de que el Ejército muestre apertura y pida a la ciudadanía participe y ayude en esta lucha frontal contra el crimen organizado.
“En mi experiencia como ciudadano y político es de las primeras veces que las fuerzas armadas nos convocan a participar con ellos a atener un rol más activo en esta lucha y debemos aceptar y enfrentar este reto”, puntualizó.
Reconoció que sin análisis sin reflexión y sin atacar las fuentes que propician la inseguridad a lo más que podríamos aspirar seria a “encontrar meros calmantes para un mal que requiere medios eficaces y contundentes”.
Por ello este foro y la constitución de un Comité Ciudadano por la Seguridad que recoja las ideas, propuestas e inquietudes de la sociedad serán fundamentales para aspirar a tener
mejores resultados en esta lucha donde “el nuevo Sonora no piensa quedarse de brazos cruzados”, concluyó.
Reconoció que el tema de la seguridad es un problema que atañe a todos y todos debemos cerrar filas no solo en la persecución del delito sino en acciones sociales que fomenten la prevención.
El Secretario Ejecutivo de Seguridad dijo que las ideas y propuestas que aquí se expongan serán tomadas en cuenta y se le dará su debido seguimiento por que en Sonora la voz del ciudadano si se escucha.
Asistieron, el Secretario de Seguridad Pública Ernesto Munro Palacio, el Comandante de la IV Zona Militar Andre George Foullón Van Lissum, el rector de la Universidad de Sonora, Heriberto Grijalva Monteverde.
Además el Presidente de la CEDH Raúl Arturo Ramírez, el Magistrado Max Gutiérrez Cohen y el diputado David Galván, Secretario de la Comisión de Seguridad en el Congreso del Estado, entre otros invitados.
Today during Zooie's chemotherapy, a small amount of the drug (adriamycin) went into the tissues around the catheter. This can be very dangerous because adriamycin can cause tissue necrosis. We watched the IV site closely and stopped the IV as soon as there were signs of swelling. Now it is a wait and see approach. If the tissues around the site were damaged, we will see it tomorrow. I am treating Zooie with DMSO. DMSO helps the adriamycin come out of the tissues.
My vet oncologist says a prayer before she administers the chemo and did so again when we noticed the IV infiltration. It is so nice for me to have someone of faith treating my Zooie. She will check in with me tomorrow to see how Zooie's leg is. She hugged us both goodbye.
I can only hope now that Zooie's leg is going to be okay. I guess I will know tomorrow. My poor boy doesn't deserve to go through even more. Besides the possible infiltrate, Zooie tolerated the IV very well, but chemotherapy definitely has it's risks. UGH!!!!!
I got my first Sluban Pacific Rim Uprising Yaeger this weekend (the Gipsy Avenger), and immediately started to assemble it.
But I already got frustated at building steps 5-7 out of over a hundred :-(
Apparently the manufacturing tolerance of Sluban bricks is so high that the height/width/length ratio does not correspond anymore after assembling a few bricks together.
But the inner torso construction depends on that ratio, so it was impossible to assemble the inner torso properly.
2 studs in lenght have to have a height of exactly 5 plates, and for the inner torso two 2x6 plates should hold the inner construction of 15 plates together, but the 15 plates were higher that the length of the 2x6 plates, so that didn't fit together at all.
You could squeeze it together with brute force, but then there was so much tension that the parts would pop off again after a few seconds and/or cause huge gaps.
After the initial frustration I used a nail file to reduce the height of the 2x2 brick in the middle by about half a millimeter, and after that "fix" the assembly worked just fine.
I did not encounter any further problems, so after a bad start, in the end I was quite pleased with the build.
The set came in 5 numbered part bags, but the instructions did not include any individual building steps, so ... one big pile of parts to start with.
No missing parts, and in the end I had several parts left, which were clearly spare parts, because it was only one of every (small) kind.
The color consistency was quite bad, so you get several tones of the main dark blue color (even among the same kind of part).
Some parts had a little damage and scratches at the side, and the larger pieces felt a little "soft".
As an overall conclusion, I would rate "Sluban" still as one of the weakest knockoff brands, but quality has certainly improved over the early tanks I got from that brand.
But for the 15 bucks I spent for the Yaeger, I definitely got my money's worth, so: Go for it! ... but don't forget to have a nail file at hand ;-)
The problem in Russia today is not so much that of a “brain drain”, as a “business drain”, weakening the potential for modernization and development of the country. Yet it is debatable whether Russia really loses out from the fact that leading technologists, scientists and entrepreneurs hold high positions in science and technology throughout the global economy. And there may be an upside to the “business and brain drain.”
1) What needs to be done to make use of the potential of “Global” Russians around the world for the purpose of modernizing Russian society and the economy?
2) What institutional and organizational steps are required?
3) In which spheres might these “Global” Russians apply their experience and what form of cooperation would be of interest to them?
Moderator
* Igor Agamirzyan, General Director, Russian Venture Company OJSC
Panelists
* Serguei Beloussov, Chairman and Executive Director, Parallels
* Valentin Gapontsev, Founder and President, IPG Photonics Corporation
* Andrei Gudkov, Senior Vice President of Basic Science, Roswell Park Cancer Institute
* Alexandra Johnson, Managing Director, DFJ-VTB Aurora
* Evgeny Kuznetsov, Senior Economist, World Bank
Discussants
* Vladimir Chigrinov, Professor, Department of Electronic and Computer Engineering, The Hong Kong University of Science and Technology
* Alexander Galitsky, Managing Partner, Almaz Capital Partners
* Oleg Kharkhordin, Rector, The European University at St Petersburg
* Victoria Livschitz, President and CEO, Grid Dynamics
* Nikolai Mityushin, Investment Director, ABRT Venture Fund
* Farit Mukhametshin, Head, Federal Agency for Commonwealth of Independent States, Compatriots Living Abroad and International Humanitarian Cooperation
* Vyacheslav Pivovarov, Managing Partner, SwissACG
* Konstantin Severinov, Professor, Molecular Biology and Biochemistry, Waksman Institute of Microbiology, Rutgers, the State University of New Jersey
* Evgeny Zaytsev, General Partner, Helix Ventures
Copyright St.Petersburg International Economic Forum (http://forumspb.com/en/)
Here's a T-shirt advocating men solve their problems by throwing their girlfriend out the window (or through the wall). It was for sale at Kohl's, and created a stir. Kohl's took it off their website, but - Google be praised - could still be retrieved.
There is a serious problem with cool's appropriation of domestic violence of late. If you (boys) want to be cool, you need to beat your girlfriends. Or use them for your own gratification.
Cool has always been about transgression, so domestic violence-as-cool shouldn't surprise us.
When it became clear that Boernier's Bo-17 bomber was in fact a light, tactical bomber rather than a strategic bomber, the RLB was posed with a particular problem. They put out a request for a new, heavier aircraft capable of dealing lots of damaged in more serious bombing campaigns. The first respondents were not Vinns, however--it was the Kalmarians.
The Kalmarians had acquired plans for some kind of medium bomber, worked on them and presented them to Boernier. Engineers at Boernier took one look at the ramshackle mess and nearly threw it in the wastebasket--but team behind the Bo-17 saw potential in the project.
First, the entire fuselage was lengthened. An entirely new cockpit with a "greenhouse" canopy was developed and added, resulting in what would become the "K" variant. The vertical tail fins were replaced, and the horizontal ones were shortened. Finally, all the wing surfaces were raised to sit on top of the fuselage for added lift.
Before the first prototypes were readied, the cockpit was changed again to allow for a smoother transition to the fuselage. The final changes resulted in the primary production version, the E-1. While the aircraft maintains an overall similar design to its lightweight predecessor, its much larger, much heavier, and certainly "beefier," leading to the nickname "beefy boi," in addition to the moniker "Fliegender Marker," a take on the Bo-17's nickname "Fliegender Bleistift." However, being equipped with essentially the same exact engines as the Bo-17, the extra weight has given the aircraft a reputation for its bad thrust-to-weight ratio. Pilots are regularly heard saying "come on you fat bitch" when trying to get the aircraft into the sky.
The aircraft was approved for production in 1939 and was ready to enter service in 1940 just as the Great Emmerian Clusterfuck broke out between the Vinno-Maian Empire and her allies and the Achaian Republic. 110 airframes have already been built, and will certainly prove themselves invaluable as the Vinno-Kalmarian alliance's first strategic aircraft.
Shown here is the K variant with the "greenhouse bubble" canopy favored by the Kalmarian Luftwaffe, which serves as the "Hs. 119." Some Vinnish night bombing squadrons perfer the variant as well for its all-weather performance and good visibility.
PERKS & QUIRKS:
Defenses: 5 MGs (+0)
Payload: 2,500kg (+0)
Range: 2,000km (+0)
Speed: 420kph (+0)
Float-Type Carburetor: -1
Underpowered: -1
All-Weather: +1
Good Visibility: +1
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the RLM’s selection of the Bf 109 as its next single-seat fighter (beating Heinkel’s He 112, based on a tactical requirement dating back to 1933), Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced. Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but new designs were important enough to fund projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined He 100 fighter, and the promising twin-engine Fw 187 Falke Zerstörer-style heavy fighter.
The He 100 was a radical, new approach with the aim of ultimate performance in a simple airframe. Walter Günter, one half of the famous Günter brothers, looked at the existing He 112, which had competed against the Bf 109 in 1936 and already been heavily revised into the He 112B version. Looking at the aircraft’s potential he decided it had reached the end of its evolution. So he started over with a completely new design, called "Projekt 1035".
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible, yet 700 km/h (440 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves. In comparison, the 112 had 2,885 parts and 26,864 rivets, while the P.1035 was made of 969 unique parts with 11.543 rivets. The new straight-edged wing was a source of much of the savings; after building the first wings, Otto Butter reported that the reduction in complexity and rivet count (along with the Butter brothers' own explosive rivet system) saved an astonishing 1.150 man hours per wing.
The super-pursuit type was not a secret, but Ernst Heinkel preferred to work in private and publicly display his products only after they were developed sufficiently to make a stunning first impression. As an example of this, the mock-up for the extremely modern-looking He 100 was the subject of company Memo No.3657 on 31 January that stated: "The mock-up is to be completed by us... as of the beginning of May... and be ready to present to the RLM... and prior to that no one at the RLM is to know of the existence of the mock-up."
In order to get the promised performance out of the aircraft, the design included a number of drag-reducing features. On the simple end were a well-faired cockpit and the absence of struts and other drag-inducing supports on the tail. The landing gear (including the tail wheel) was retractable and completely enclosed in flight.
The He 100 was based on the DB 601 power plant, the same engine as the Bf 109 (and also used in the Bf 110 heavy fighter). In order to achieve the designed performance increase, drag reduced as well as weight and frontal area: the engine was mounted directly to the forward fuselage, which was strengthened and literally tailored to the DB 601, as opposed to conventional mounting on engine bearers. The cowling was very tight-fitting, and as a result the aircraft had something of a slab-sided appearance.
Walter turned to the somewhat risky and still experimental method of cooling the engine via evaporative cooling. Such systems had been in vogue in several countries at the time. Heinkel and the Günter brothers were avid proponents of the technology, and had previously used it on the He 119, with promising results. Evaporative or "steam" cooling promised a completely drag-free cooling system. The DB 601 was a pressure-cooled engine in that the water/glycol coolant was kept in liquid form by pressure, even though its temperature was allowed to exceed the normal boiling point. Heinkel's system took advantage of that fact and the cooling energy loss associated with the phase change of the coolant as it boils.
Beyond the technical risk of the cooling system, the engine itself became a problem: the production priority for Messerschmitt aircraft caused a serious shortage of advanced aero engines in Germany during the late 1930s, as there was insufficient capacity to support another aircraft using the same engines. The only available alternate engine was the Junkers Jumo 211, and Heinkel was encouraged to consider its use in the He 100. However, the early Jumo 211 then available did not use a pressurized cooling system, and it was therefore not suitable for the He 100's innovative evaporative cooling system. Furthermore, a Jumo 211-powered He 100 would not have been able to outperform the contemporary DB 601-powered Bf 109 because the supercharger on the early Jumo 211 was not fully shrouded.
In order to provide as much power as possible from the DB 601, the 100 used exhaust ejectors for a small amount of additional thrust. The supercharger inlet was moved from the normal position on the side of the cowling to a location in the leading edge of the left wing. Although cleaner-looking, the long, curved induction pipe most probably negated any benefit.
One aspect of the original Projekt 1035 was the intent to capture the absolute speed record for Heinkel and Germany. Both Messerschmitt and Heinkel vied for this record before the war. Messerschmitt ultimately won that battle with the first prototype of the Me 209, but the He 100 briefly held the record when Heinkel test pilot Hans Dieterle flew the eighth prototype to 746.606 km/h (463.919 mph) on 30 March 1939.
The third and eighth prototypes were specially modified for speed, with unique outer wing panels of reduced span. The third prototype crashed during testing. The record flight was made using a special version of the DB 601 engine that offered 2,010 kW (2,700 hp) and had a service life of just 30 minutes.
Despite all these successes, the He 100 did not catch up immediately: it took until 1941 that series production was started - or better: allowed. The reason for this delay is subject to debate. Officially, the Luftwaffe rejected the He 100 for years to concentrate single-seat fighter development on the Messerschmitt Bf 109, despite its shortcomings. Following the adoption of the Bf 109 and Bf 110 as the Luftwaffe's standard fighter types, the RLM also announced a "rationalization" policy that placed fighter development at Messerschmitt and bomber development at Heinkel.
Based on the "D" model, which was a refined version of the prototypes and pre-production aircraft, the "G" model became the final evolution of the He 100 and was in late 1943 finally put into service as a pure interceptor, when massive Allied bomber raids started to threaten Germany.
The He 100 G had the D's enlarged horizontal stabilizer, but the big change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone. Instead a larger and simpler version of the D’s retractable radiator was installed, and this appeared to completely cure the vaporization system problems with only a little sacrifice in top speed and rate of climb. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly.
Armament was also improved: the engine-mounted 20mm MG FF Motorkanone (firing through the propeller hub) was replaced by the new, very powerful and compact MK 108 30mm cannon. The original pair of 7.92mm MG 17 machine guns in the wing roots (synchronized to fire through the propeller disc) was replaced by a pair of more powerful 13mm MG 131 machine guns, necessitating characteristic bulges on the wings’ upper surface – the MG 131s were placed behind the landing gear wells, their barrels running through them.
This initial G-1 type was soon followed by the G-2 variant, which featured a new canopy with a lowered spine, offering a much better all-round view. The first He 100 G-2s were delivered in early 1944, and many of these aircraft had additional weapons installed, e. g. a pair of 20mm MG 151/20 machine cannons in the outer wings – the “leftover” internal space from the defunct vaporization cooler system was effectively recycled . From late 1944 on, these machines were also outfitted with the more powerful DB 601E engine, even though there was no dedicated designation of this version.
While the aircraft didn't match its original design goal of 700 km/h (430 mph) once it was loaded down with weapons, and despite the larger canopy and the external radiator, it was still capable of sustained speeds in the 644 km/h (400 mph) range. Additionally, the low drag airframe proved to be good for both speed and range: as a result the He 100 had a combat range between 900 and 1.000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and might have offset the need for the Bf 110 to some degree.
The He 100 only filled a niche role, though, and the Bf 109 and Fw 190 became the backbone of the Jagdwaffe (Fighter Force). The He 100 did not prove flexible enough to be used in different roles, as its external ordnance load was very limited. In spite of its successes in the interceptor role and the fact that it was well liked by its pilots, the He 100 never was able to rival both Bf 109 and also the later Fw 190. Production numbers remained low, only a total of about 300 aircraft were built (50 G-1 and 250 G-2, 150 of them powered by the DB 601E) until early 1945, when production ceased and was switched to other types, including jet and rocket fighters.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in)
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601E supercharged V12 piston engine, rated at up to 1,350 PS (993 kW) at sea-level with 2,700 RPM and up to 1,450 PS (1,066 kW) at 2.1 km altitude with 2,700 rpm
Performance:
Maximum speed: 685km/h (425 mph; 378 kn)
Cruising speed: 552 km/h (343 mph; 298 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft), 7.9 minutes to 6,000 meters (20,000 ft)
Armament:
1x 30mm MK 108 cannon, firing through the propeller hub
2x 13mm MG 131 machine guns or 20mm MG 151/20 machine cannons in the wing roots
2x hardpoints under the wings, each able to carry up to 250kg (550lb), including bombs, drop tanks or unguided missiles; optional placement of additional guns (e .g. 2x MG 131 or 2x MG 151/20) in this position instead of external stores
The kit and its assembly:
This one is a kind of tribute work, dedicated to fellow user Franclab at flickr.com from Canada who came up with a profile of/for this model as a reaction to my He 100 Reno Racer conversion (The orange "Jägermeister"):
[http://www.flickr.com/photos/franclab/9485705184/]
It's a fantasy aircraft, as the He 100 did not enter service and production was stopped after about 20 aircraft. But I liked Franclab's realistic and colorful profile, and only at second glance it reveals a twist: a sliding canopy from a Fw 190 instead of the Bf 109-like original. A nice challenge for a whif kit conversion!
Said and done, I tried to create a 1:72 scale model from/for that profile. The basic kit is the Special Hobby He 100, mostly built OOB. It is a very good model, with fine recessed panel lines and some PE parts, and the recent re-issue with Russian and Japanese markings let the prices drop.
What outwardly looks simple - the implantation of a Fw 190 canopy - became more tricky than expected. The He 100 is small! It’s much smaller and slender than the Fw 190, which itself is not a big bird. I had a complete spare glazing sprue from an Italeri Fw 190 D-9 in store which I tried to install, and after some trials the front window ended up steeper than on a Fw 190.
The sliding canopy is actually shorter and higher than on Franclab's sketch (doing mash-ups in Photoshop is probably much easier than in real life!), so I had to improvise and re-sculpt the rear fuselage step by step. As a consequence, the new glazing looks rather "bubbletop"-like and tall, reminiscent of a P-51D? It took some serious surgery (including some implanted styrene wedges under clear parts) and putty work to integrate the Fw 190 parts. While I was successfully able to blend these into the He 100 fuselage, the result still looks a bit odd?
Other, less obvious kit mods are a metal axis for the propeller and an added pair of guns in the outer wings, taking up Franclab's idea of heavier armament (which the original He 100 did not feature). The cannon nozzles are hollow steel needles of different diameter, those in the wing root even run through the landing gear wells. A pilot figure was added, too (from a HUMA kit).
Painting and markings:
Well, the profile was the benchmark, and I tried to stay true to it. It looks like a typical Fw 190 paint scheme from 1943 on. The grey/green upper color would be RLM 75/83, coupled with RLM65 on the lower side. The latter is a bit unlikely, as RLM 76 became the standard at that time. Still, it looks good, esp. with the rather light upper tones, so that's what I went for.
I used Model Master Authentic tones for the RLM 75/83/65 combo, and later some lighter Humbrol shades for a subtle counter-shading of panels and upper surfaces (e. g. with 140, 120 and 65). The yellow ID markings (typical for the Eastern Front) were painted with Revell 310, Lufthansa Gelb. It’s a RAL tone (RAL 1028), but matches RLM 04 very well.
The cockpit interior was painted in Schwarzgrau (RLM 66) and dry-brushed with lighter shades, the landing gear wells are in RLM 02 – everything very conventional, Fw 190s from late 1944 were the benchmark.
The black-white-black stripe on the real fuselage was created with decal strips, instead of trying to paint this delicate detail by hand. In contrast to that, the propeller spinner with the B/W spiral was done with a brush and “free hand”. The same goes for the unique mottling on the flanks and fin – this was also done with a brush, and partly with thinned paint in order to create a “washed” effect and blurred contours. The result looks O.K..
A dubious element in the profile is the "ace of spades" emblem under the canopy. The tactical stripe codes on the rear fuselage were introduced in 1943, and the BWB-marking correctly belongs to JG 4, which was preliminarily formed as I./JG 4 on August 7, 1942 in Mizil, Romania, from the Ölschutzstaffel/JG 77. It became a full home defense Geschwader much later, on June 15, 1944 in Ansbach - but the spade symbol actually belongs to JG 53. There have been cases that pilots decorated their aircraft with symbols from former units, though, so this small detail is not impossible – but unlikely and a bit controversial. In order to fit into the time frame, this He 100 would be one of the final I./JG 4 aircraft used to defend the Romanian refineries and oil fields - a suitable task for the aircraft.
Additionally, the red number and the absence of any other code symbol identifies the machine as part of the 2nd Gruppe of I./JG 4, everything is very plausible! Anyway, in September 1944 the Jagdgeschwader 4 was finally commanded back to German home territory, after heavy losses against B-24 interceptions, and re-grouped in the Reichsverteidigung.
In order to avoid logical conflicts I decided to replace the squadron emblem with a more generic “Ace of Spades” game card icon. I found it on a Fantasy Forge decal sheet for 28mm miniatures in the scrap box.
AFAIK, some JG 4 aircraft displayed the Geschwaderzeichen on the engine cowling, a blue escutcheon with a grey or silver knight’s helmet with a red (red-white) plume. This insignia was first used by II. Gruppe, but later also appeared on other JG 4 Gruppen aircraft.
National markings and the red "10" come from TL Modellbau sheets - a lucky and handy purchase, as I had these in store for the recent Wellesley conversion: I wanted to use the red letters for the tactical code, but had to drop this idea because the German letters have a black rim. Now they come in just with perfect timing, and the letters/digits are even in the right typo for Franclab's profile!
The warning stencils were taken from the original Special Hobby sheet.
After that, I did some additional detail painting with thinned Humbrol 224 (Dark Slate Gray) and light exhaust and soot stains were added with dry-brushed black. Finally, the kit received a thin coat with Revells’ Acrylic Matt Varnish.
All in all, a nice and quick project, even though I invested more work (and putty!) than expected or what is finally visible. It’s (relatively) colorful, and the light livery beyond the typical RLM 70/71/65 paint scheme of the early He 100 Ds suits the elegant aircraft very well. The Heinkel He 100 has some serious whif potential!
Merci bien à Franclab pour l’inspiration!
Another Leyland Panther (this one a PSUR1A/1R) with Alexander body, new in 1969 and just old enough to have been new to Newcastle Corporation. It was photographed in the as yet unsurfaced car park at the new National Exhibition Centre, Birmingham, on Thursday 23rd October 1980. The Commercial Motor Show was on at the time and the bus is kitted out as some sort of travelling demo vehicle for Webasto heaters.
Webasto heaters? Well, my knowledge is derived from experience with Bristol Omnibus Co. which, following complaints from drivers about poor heating (a constant of life on the buses) fitted Webasto heaters in the cabs of some of its Bristol VRTs. The heaters burned diesel from the fuel tank. I seem to remember that you had to fumble awkwardly behind the seat for the switch and wait for a "countdown" after which the heater "fired", causing huge clouds of diesel smoke to rise from an exhaust pipe under the cab. This could be quite a crowd-stopper if the heater sparked up while the bus was standing at a bus stop in a busy street. Passers-by turned and stared, wondering whether the bus was on fire. The idea was a bit of a non-starter really. The fundamental problem in such vehicles as the VRT was that the cab was open and any warmth dissipated into the interior of the bus ...or into the outside air when the doors opened. Many of the fitted units seemed to go for five minutes or so and then turn themselves off. The outlet was at floor level and when the heaters worked they flambéd one's feet but left the rest of one's person unwarmed. I feared chillblains.
Staff Sgt. Brian Miller, an explosive ordnance disposal technician assigned to KFOR Multinational Battle Group-East, enters a darkened room filled with simulated traps and dummy improvised explosive devices. The #EOD team conducts this type of training to better prepare their Soldiers in the event of an actual threat.
(U.S. Army photos by Spc. Adeline Witherspoon, 20th Public Affairs Detachment)
Comissão realiza audiência pública para debater problemas de assédio moral e discriminação contra servidores federais no Brasil e no exterior. Mesa (E/D): presidente do Sindicato Nacional dos Trabalhadores de Pesquisa e Desenvolvimento Agropecuário, Vicente Almeida; diretor-geral da Associação Nacional dos Petroleiros Pedevistas, Valdemar Moreira da Silva Filho; presidente da Associação Internacional dos Funcionários Servidores Locais do Ministério das Relações Exteriores no Mundo, Claudia Regina Siano Rajecki; presidente da Federação Nacional dos Policiais Federais, Jones Borges Leal; presidente eventual da CDH, senador Paulo Paim (PT-RS); representante da Comissão de Ética do Ministério das Relações Exteriores, ministro Adriano Silva Pucci; presidente do Sindicato Nacional dos Servidores do Plano Especial de Cargos da Polícia Federal, Leilane Ribeiro de Oliveira; presidente do Sindicato Nacional dos Servidores do Ministério das Relações Exteriores, Alexey Van Der Broocke
Foto: Marcos Oliveira /Agência Senado