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Science World requested an updated photo for their customer information pamphlet to reflect changes to the Ken Spencer Science Park in the front of the building. While I was at it I took one for me with the Sky train passing.
Science World at Telus World of Science, Vancouver is a science centre run by a not-for-profit organization in Vancouver, British Columbia, Canada. It is located at the end of False Creek, and features many permanent interactive exhibits and displays, as well as areas with varying topics throughout the years.
The building's former name, Science World, is still the name of the organization. The building's name change to the Telus World of Science became official on July 20, 2005 following a $9-million donation to the museum from Telus. The official name of the science centre was subsequently changed to "Telus World of Science", although it is still routinely referred to as "Science World" by the public. Prior to the building being handed over to Science World by the City, it was referred to as Expo Centre during Expo 86. When Science World is operating in of the dome, it is referred to as Science World at Telus World of Science, and when it is out in the community it is simply Science World.
From wikipedia.
As a couple have requested, here's my Noir style Joker. I decided to screw my original concepts of having him as an Ice Cream Man, and just stuck with the good ol' fashioned gangster look.
Tell me what you think.
Probably one of my most requested. My 7th ooak Disney store doll will be revealed tomorrow! She was so much fun to design and create. I hope you will let her swim into your heart, and let her be "part of your world".:) my plans for this doll actually originated about a year ago. And after 4 design changes, and dozens of crystals and pearls, i found a look I'm thrilled with! I hope you love her!
If you see this, consider yourself tagged!:)
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
Aircraft: 1942 North American P-51C Mustang (NL61429)
Unit: CAF red Tail squadron
Base: Front Range Airport, CO
Website: One Mile High Photography
Facebook: www.facebook.com/OneMileHighPhotography
Requested by Lite.
I also used Jalopy's pic for a reference for the face
All Sizes for better quality
I requested a flyby of Lower Manhattan below the spire level of One WTC so that we could keep our camera level. I like this perspective a lot, although a little bit lower might have been better.
Sony A7Rm2, Batis 25mm, f2.8, 1/200, ISO 2500
A blog post and gallery of photos from my photo flight can be found here.
A request from the lovely Tadge.
I do enjoy wearing this dress very much.
Hope you aren't getting bored of me in it?
A customer requested that we design a bullpup semi-auto sniper rifle. So we did just that. We designed the rifle with ergonomics in mind. The ideal cartridge in mind was the .308 Win, for power, availability and speed. One of our designers came back with a futuristic design. We loved it and gave it the ok. Two weeks later a prototype is built and ready for field testing. So we sent another member who loves sniper rifles to do the testing. 100 shots, 3 inch grouping at one mile. With that data the rifle would go into mass production stages. Our customer would get the first order of 20 rifles.
Rifle Statistics:
Materiel: Titanium Alloy with polycarbonate accents
Length: 1100mm (1300mm incl. silencer)
Weight: 9 kilos
Caliber: .308 Win
Configuration: Bullpup
Mag Cap: 25 round box mag
Cost: $30,000 or €20.785
Reserve order only.
I really don't have anything better to do, so I remade it. The additions may look like crap, since I had to shoop them on. The pastie I have is fucked up, since it spawns an M200 in the top right corner, which I can't remove from the pastie or I'll get error #1085.
PLEASE VIEW ALL SIZES, IT HAS SOME GREAT DETAILS ON IT
Credits:
Duke for his bipod which I should've recolored more.
Jake for the description.
Please note that this is NOT my design, it was made by Lemon's Revenge, AKA Athena32. www.halofanon.wikia.com/wiki/User:Athena32
Feel free to comment.
Amy
As requested, a DARKWATER Military guide showing the most common standards.
Biological Countermeasures:
DARKWATER´s hazard gear is most commonly seen on Countermeasures Units in Research Facilities. Those Troops aren´t commonly seen on the battlefield, but instead inside labs, watching, guarding or carrying out experiments. All Countermeasures Units were undergoing basic combat training and are therefore able to theoretically participate in combat like normal Infantry units, this would however be a waste of their potential. Out of all DARKWATER Units, the Countermeasures Units are the only Troops directly and only under the command of DARKWATER´s chairman, main shareholder who is also responsible for DARKWATER´s mostly questionable research.
Advanced Infantry Mk I:
DARKWATER´s high tech future soldier is carrying a symbiotic armor offering increased self healing abilities and a maximum of in combat assistance and protection as well as full body blast shielding. The Advanced Infantry Mk I performs as both, DARKWATER´s Spec Ops and its strongest unit for battlefield deployment. Due to the immense costs per unit and long training, DARKWATER does however prefer not to deploy these soldiers in too risky combat situations, while they still consider it as the best soldier on the world. The Advanced Infantry Mk I is well trained in airborne deployment and can also operate int he role of an airborne unit.
Specialists:
Officer candidates of DARKWATER are seen operating along the normal Infantry to gain more in combat experience. Additionally DARKWATER´s specialists commonly also have advanced training in engineering, piloting and hacking to be assisting combat forces in effective ways.
Riot Defense / Capture Troopers:
DARKWATER units with additional training in non lethal combat and crowd control. Those Units can often be seen guarding DARKWATER facilities, VIPs or capturing priority targets in covert operations. Riot Defense / Capture Troopers commonly operate alongside other DARKWATER Units.
Infantry:
DARKWATER´s most common Troop Standard is the normal infantry unit. Those operate in frontline combat and as facility guards directly under the command of DARKWATER´s Military wing and DARKWATER Command. DARKWATER´s infantry features combat assistance systems such as reflex boosters and painkiller systems integrated into the combat gears medical systems. Optical support, increased physical strength, sub dermal armor and self healing system, such as the ones of the Advanced Infantry are however missing.
Scouts:
Scouts are the eyes and ears of DARKWATER Command and mostly operate in covert operations. Apart from DARKWATER´s multiple undercover agents, Scouts are DARKWATER´s most common way to gain information. They carry light gear and often feature visual support systems, while it happens rarely, Scouts are also deployed in combat because they are more agile than most other DARKWATER units.
I have been asked / told to show some pics of me in stockings so here they are. Apologies if there are too many
She requested a shot same as Robyn so here it goes...modified the angle a bit. Did you notice that the lamp is still at the frame same as Robyns shoot? Hehe
See it here
www.flickr.com/photos/chixsenz/4744078295/in/set-72157623...
How do I edit?
Rule 3: Get everything correct in editing camera raw and the minor details in photoshop.
I had a request from an admirer for a photo of my painted toes and an anklet under my pantyhose. Here is my favorite silver anklet under L'eggs Silken Mist Black Mist nylon. I love how my toes look here.
Man...
After a decent hiatus, I have to decide where to go next; ...
...! :D
I know! How about some LM race cars?
______________________
I'd like to take some requests as well. Even though I don't have a lot of time for building at the moment, I'd still love to hear what you would like to see from me, so don't be shy!
Upon request here is a photo of DeGrazia's “Love and Thorns”. Hope you enjoy it as much as we do, have a wonderful weekend!
DeGrazia Gallery in the Sun is open daily from 10:00-4:00.
September 1983 and Talsarnau station has no passengers and therefore the Swindon Crosscountry 3-car DMU has not stopped to pick up or set down.
At the time I was disappointed that the train hadn't stopped as this meant that my going away shot had the unit fairly distant however with the passage of time I really rather like this.
As you can imagine the station has changed a little, the small signal cabin has gone but the rest of the buildings survive and a waiting shelter has been added to the left.
All trains call only on request. The station building is now a private residence.
Harlech Castle is visible in the distance though with the increase in vegetation it no longer stands out so prominently.
In early 2015, Talsarnau was one of several stations on the Cambrian Coast Line to get a Harrington Hump (rather than raising the whole platform, a raised area is built where the middle doors of the train are when it stops at Talsarnau) made of paving slabs, cement and tarmac. This means that for those getting off or on the train through the middle doors of the train, the vertical step is very much reduced.
SP33, the midday Sydney to Canberra Xplorer, stops at Mittagong.
The semaphore signal visible is one of three semaphores remaining at Mittagong. The signal was used to authorise down trains into the now removed up refuge.
The disused brick platform visible on the left was the dock platform.
Mittagong, NSW.
Sunday, 28 August 2022.
My boss has asked me to go in to the office today. He says he would like my assistance with something he found hard. He would like my input, well I think that’s what he means, he definitely said something about input
Thought this outfit looked professional
Random photo :3
Just wondered if you guys had any dolls or photoshoots you want to see from me! I have a bit of time as I'm still on Xmas holidays so yeahh, please leave a comment!:D
A request was made in 1941 for further, new C17 class locomotives and the specifications were forwarded to the United States where the United States Army Transportation Corps (USATC) drew up plans for a 2-8-2 with specifications similar to a C17 class. The locomotives are also known is United States of America as USATC S118 Class steam locomotives. These locomotives were intended as a standard design for use on narrow gauge railways in other parts of the world as a wartime measure. Thus twenty engines obtained from the United States under Lend-Lease arrangements and later purchased. They were the only ones of their type to come to Australia out of a total of 741 similar engines built for USATC. They were unloaded in Sydney in 1943 and railed to Brisbane for assembly.[1][2][3][4]
Per Queensland Railway's classification system they were designated the AC16 class, C representing they had four driving axles, and the 16 the cylinder diameter in inches. Because the classification was already being used by an existing class they were designated American C16, i.e. AC16. The American steam locomotive earned it the nickname of Yank. The engines entered traffic with their US Army road numbers but had "A" appended to differentiate them from existing engines with the same numbers.[1][2]
The engines were supplied with conical profile tyres. These were altered to QR standard cylindrical profile and pressed one-sixteenth of an inch inwards on the wheels to reduce wear. In 1943 the decision was taken to alter the second and third coupled wheels to thin flanges. A number of other modifications were carried out over the years.
The engines were fitted with Walschaerts valve gear. The original tenders rode poorly and resulted in a speed limit of 30 mph being imposed with a prohibition on passenger train working. The axle load of these tenders also restricted the engines to main line usage. The floor level shovelling plate made the fireman’s work more difficult. One feature that did proved popular was the use of louvre coal boards and these subsequently became standard on all QR steam engines. The headlight mounted on the smokebox door proved to have advantages and was later adopted for some other classes.[2]
In 1958, No. 217A was fitted with a tender taken from a withdrawn C16 class locomotive. The previous restrictions were then lifted. All 19 members of the class then remaining in service had been similarly treated by 1963.[1][2]
After being fitted with these tenders, seven of the class was attached to Alpha where they had a brief period of glory in the early 1960s when they replaced the C17 Class hauling the air-conditioned Midlander between Alpha and Longreach. The American engines with a larger boiler capacity were able to reduce running times in the sections that contained many long banks. Diesel locomotive took over the working in 1963.
I got a request by flickr mail for a white blouse, black skit, off bulk hose and black pumps, here it is. CK black pencil, button down blouse on sale at Steinmarts, Hanes off black thigh high hose and J Rene black patent sling back pumps. I thought I would look like a waitress but now I think more a hostess.
Here is andyklogan's request of an Optare Versa in Yorkshire Tiger Livery! Next upload will be Unorm001' E200Hybrid
I requested for a snap and this jovial monk kept on getting closer to my lenses...ultimately I liked this accidental close-up and decided to keep it!
Welcome to Nightingales Winter
Our sim is open to all, we request you remain PG whilst here.
There are so many winter activities o enjoy here including skating on the rink or on the trail round the sim, enjoy the balloon tour, travel up the hill to the fairground, cafe and grab a sledge, doughnut or handglider down. You dont even need to walk up the hill, get fired by our canon. Explore and find Santas Workshop, cuddle spots, poses area and N-O Fishing. We also have two floating islands. Wedding and Events area available just ask us.
Most of all have fun with us. Nightingale