I love country music, but I didn't have anything to shoot, so I searched songs with my name.... and found this Tom Petty song, that I never heard and glad I found... I took a picture of this on my phone, so it made the size requirements....

I doctored it up a bit for the challenge!

 

Here I am walking alone, but my lockdown dream is that one day soon, we can all walk together without the fear of covid...

 

youtu.be/0oobETX0IIo

Egyptian Goose - Alopochen Aegyptiacus

 

Once common along the entire Nile valley and regarded as sacred in ancient times, the Egyptian Goose is no longer an easy bird to see in the country from which it takes its name, as it is largely confined to upper Egypt. It is, however, widespread and common throughout sub-Saharan Africa, with introduced populations firmly established in England, Holland, Belgium and France. Concerns over conflict with native species has led to restrictions on keeping them in Britain and Europe.

 

This distinctive small goose is a member of the shelduck family. In the wild it is invariably found in pairs or family parties, while flocks of 50 or more can be found after the breeding season. The sexes are similar: both have a conspicuous chestnut patch encircling the eyes, giving them a somewhat piratical appearance, while the brilliant white forewing is obvious when they fly.

 

The UK Invasive Alien Species (Enforcement and Permitting) Order 2019 came into force on Sunday 1st December. The Order implements requirements contained in EU Regulation 1143/2014 on Invasive Alien Species, which sets out rules to prevent and minimise the impact of the introduction and spread of non-native animals and plants across the EU. The Order makes it an offence, amongst other things, to import, keep, sell, transport, breed or release into the environment, any of the listed plants and animals. Invasive alien waterfowl currently covered by this Order are Egyptian Geese and Ruddy Ducks Oxyura jamaicensis.

   

Parque, Playa de las Américas, Tenerife

 

What3Words

///fail.talents.occulted

 

The Nanday Parakeet (Aratinga nenday), often called the Nanday Conure or Black-hooded Parakeet, is a medium-small Neotropical parrot known for its striking appearance and boisterous personality.

Physical Appearance

Distinctive Hood:

Its most defining feature is a jet-black facial mask and beak.

Vibrant Plumage:

The body is primarily green, with a bluish-green upper chest and red feathers covering its thighs (often called "red stockings").

Wing and Tail Details:

It features black trailing flight feathers and a long tail tipped with blue.

Size:

They typically measure about 11–12 inches (27–30 cm) in length and weigh around 5 ounces (140 g).

Habitat and Distribution

Native Range:

Originally from central South America, specifically the Pantanal region spanning southeast Bolivia, southwest Brazil, central Paraguay, and northern Argentina.

Feral Populations:

Due to escaped or released pets, self-sustaining wild colonies have established themselves in several urban areas, most notably in Florida, California, Texas, and Israel.

Ecology:

In the wild, they frequent open savannahs, grasslands, and scrub forests.

Behavior and Personality

Loud and Social:

They are highly gregarious, often traveling in noisy flocks of 10 to 20 birds. They are known for high-pitched, screeching calls that can be heard from a distance.

Intelligence:

Nandays are exceptionally smart and can learn to mimic human speech, perform tricks, and solve simple puzzles.

Playful Nature:

They are often described as "clowns" and have a unique habit of sleeping on their backs with their feet in the air, which can sometimes startle owners into thinking they are "playing dead".

Care and Lifespan

Diet:

In the wild, they eat seeds, fruit, palm nuts, berries, and flowers. As pets, they require a balanced diet of high-quality pellets, fresh vegetables, and fruits.

Lifespan:

They typically live 18 to 25 years, though some captive individuals have been reported to live up to 30–45 years with optimal care.

Space Requirements:

They are high-energy birds that need a large cage (at least 3 feet tall) and several hours of daily interaction and flight time outside the cage.

 

Hamption Inn Petaluma hotel used a historic manufacturing plant that produced silk and twine. To comply with California earthquake requirements these columns were employed. When I first saw these I immediately thought of old Roman basic columns. Of the many hotels I have stayed at around the world, this is the most unique I have encountered.

Excerpt from www.rbg.ca/events/chrysanthemum-and-dahlia-show/:

 

The Hamilton District Chrysanthemum and Dahlia Society annual show includes dahlia blooms from the entire array of the ADS classification and is a highly impressive spectacle of size, colour, and form!

 

These blooms are “exhibition quality” and typically not found in local garden centres. There will also be a Design section of the Show which will highlight dahlias and chrysanthemums in various themes according to the Design Show Schedule. There is currently a judging school program running at Royal Botanical Gardens through GCO and many of the students are anxious to enter the show in order to achieve their credentials requirements.

2023 Photo 147/218: What you do to fulfill your one-photo-a-day requirement when you're not feeling original. They can't all be winners. ©2023 John M. Hudson | jmhudson1.com

A beautiful and nice and peaceful part of the Lake District, well it is at this time of day... Early morning...... very early morning....., wellies on and in the lake with the long lens on, the sunrise hadn't been one of those amazing ones that you crave for but it isn't always needed if you alter your requirements for the scene...

 

After shooting wider versions of this I've just found this image which I like as much as the rest, tight in on the little isolated boathouse with some great light cascading in from the East allowing for a long enough exposure here to render loads of detail (no filters needed), there's a lone duck fishing about for food in the reeds in you zoom in.

 

All about the light.,

 

I've just hit 7.5 Million views with this upload, a massive thank you very much everyone.

 

Visit my Website

P - Plaid:

Simple! Use plaid somewhere in your photo. It can be clothing, furniture, or part of the diorama such as a pillow or wallpaper. The only requirement is that there must be a visual representation of plaid. The rest is entirely up to you!

 

www.flickr.com/groups/2962397@N20/discuss/72157670122199273/

This fulfills the requirements for night nature scene. This is a HDR image so my exposure times are different but my aperture was at f6.3 and my ISO was at 400.

 

I took the three images in photomatix and merged them together. I then did some more adjustments in Photoshop. I adjusted the curve slightly and vibrance to bring out the shadows and blueness. I also cloned out some distracting lights. I ran an unsharp mask as well just to make sure photomatix didn't hurt my sharpness. The photo didn't really need to be HDR but I wanted to get some detail in to the foreground.

Immature Savanna Elephant, African Elephant, Loxodonta africana, SH up to 2.5 - 3.4 m. / 8.2 - 11.15 ft. ENDANGERED. The largest land mammal is very recognizable. A wide range of habitats with the only requirements being shade, water and ample food. "Spa Day" mud-bath special at the river.

 

Tsavo East National Park, Kenya.

 

©bryanjsmith.

RAF Museum, Cosford, June 1990.

 

Ex-Air France F-BGNZ. Grounded in 1954 after the BOAC Comet crashes. Converted from Comet 1A when fitted with De Havilland Ghost 50 Mk 4 engines with 5,500 lb static thrust each, strengthened fuselage, rounded windows and other modifications. This was the last such Comet conversion to take place.

 

On 9 September 2025 the fuselage of this aircraft was transported by road to the South Wales Aviation Musem at St Athan, the machine having been deemed surplus to requirements by the RAFM. Its wings will not be reattached, owing to corrosion which occurred during the decades that it spent outdoors at Cosford. Thus there will no longer be a complete Comet 1 in existence.

Bloggers: ChicModa invites you to submit your application for our Spring Bloggers Call. For a full list of requirements and to apply, please visit the ChicModa website.

 

sassygraphicdesign.wixsite.com/chicmoda/bloggers

The same plants as the last picture. I use the setting of f/5.0 1/640 and iso400 about the same as the last photo, but 38mm because I cant walk into the plant closer this time. In lightroom, I use a different temperature just to make a different feeling of the same plant and is seems work to make the plant more like a "healthy" feeling and more texture and natural.

Built for the Small Category of the Microscale Magic Harry Potter Contest being held by The Brothers Brick.

The Room of Requirement is one of the most memorable things for me from the HP books/movies. This was a fun build to do all in,all, though it was challenging getting the piles of junk to look okay. I am not sure how well the rug turned out, let me know your thoughts : / I feel it would look better if it were not parallel to the border.

Enjoy

media-sl.com/media-sl-super-sales-weekend-designers-appli...

  

PARTICIPATION REQUIREMENTS 1 – Creators MUST have confirmed their spot each week no later than 5pm SLT every Thursday with their vendors. 2 – The photos of the vendors must have the logo MEDIA SL SUPER SALES WEEKEND 3 – Creators MUST have their displays completed no later...

www.wwt.org.uk/wetland-centres/martin-mere/

  

WWT Martin Mere Wetland Centre

  

Fish Lane, Burscough

Lancashire

L40 0TA

  

T: 01704 895181

F: 01704 892343

E: info.martinmere@wwt.org.uk

  

Opening times

 

Open 7 days a week, except 25 December

  

Winter (27 October to February)

9.30am to 5.00pm

  

Early Closing on 24 December (last admission 2pm)

  

Summer (March to 27 October)

9.30am to 5.30pm

  

Facilities

  

Eating

  

The brand new Mere Side cafe offers a delicious selection of hot and cold food, a variety of coffees and chilled drinks, and tempting home-made cakes. From healthy vegetarian salads to hearty meat dishes, all can be enjoyed overlooking the beautiful wetlands.

 

Small Breakfast menu available from 10am -11.30am. Hot food served from 11.45am - 2.30pm.

  

Shopping

  

The gift shop stocks a wide range of wildlife books, outdoor clothing, bird feeders/boxes, postcards and stationary, children’s gifts and souvenirs of your visit to the centre, including a unique range of products featuring the artwork of WWT founder Sir Peter Scott.

 

There is also an In Focus optics shop at the centre selling everything you will ever need to watch wildlife – from budget binoculars starting at around £15 to deluxe telescopes at over £1000. In Focus is the ideal place to get honest, friendly advice about buying your first pair of binoculars and test them in what must be the best location anywhere in the North West of England.

   

--------------------------------------------------------------------------------

  

Visitor information and associated terms and conditions of entry

  

We hope you have a great day with us. Our Wetland Centres are designed to give you an unforgettable experience getting close to nature. Your safety is paramount, as is the safety of the wildlife that visits or lives at our Wetland Centres. To ensure everyone has a safe and enjoyable day, we have terms and conditions of entry that everyone needs to observe.

  

1. Visitors are asked to respect the habitats and wildlife of the centre by keeping to the paths and defined tracks at all times and keeping loud noise to a minimum as this may cause stress to wildlife.

2. Contrary to popular belief, birds should not be fed bread as they cannot digest it. Please feed them grain instead - you will be able to purchase grain at centres where feeding is permitted.

3. Please ensure that children are supervised at all times and please be aware that some of our ponds and lakes are deep. Children under the age of 16 must be accompanied by an adult.

4. Safety signs are there for your protection - please obey the signage and do not attempt to go beyond any enclosure barriers. Please do not: Climb on any trees or shrubs

Prune or pick any flowers or vegetation

Enter any water body

 

5. The last admission to the Centre is 30 minutes prior to the advertised closing time.

6. Due to the limited availability of car parking spaces, vehicles may only be left for the duration of the visit to the centre.

7. Mobility scooters are very welcome on site. For more information on what we offer for people with disabilities, please see www.wwt.org.uk/visit/visit/accessibility/

8. Unfortunately we can't allow dogs or pets of any kind on site, with the exception of assistance dogs on duty, as our wildlife may become distressed. Assistance dogs must be kept on the lead and under control and harnesses must state "working or assistance dog". Please ensure any dog waste is removed. If any of our birds/animals behaviour is affected by the presence of your dog, we may have to ask you to move away from the area.

9. So we don't distress our wildlife, we do not allow the following on site: Scooters, bicycles, tricycles, roller skates/blades/wheelies or skateboards

Barbecues

Footballs or frisbees

 

10. Pond dipping is not allowed on our wildlife reserve ponds. This is to prevent the spread of invasive non-native plants and the chytridiomycosis disease which affects amphibians. Pond dipping in the grounds may only be undertaken with equipment provided by WWT.

11. In accordance with UK law smoking is prohibited in all buildings (including hides). Visitors who wish to smoke are asked to consider the welfare and comfort of other visitors, especially children, by not smoking in or around picnic areas, play areas or areas where children's activities are being held. In periods of extreme dry weather WWT reserves the right to designate the whole site non-smoking in order to reduce the risk of fire.

12. Photography is permitted on site for personal use only. All commercial/stock library photography, filming, recording, etc. must be agreed in advance with the centre. Please contact Nick Brooks on 01704 891 227 for any commercial filming or photographic enquiries.

13. WWT reserves the right to ask for additional identification to aid proof of membership.

  

2013 admission prices

  

Prices are shown inclusive of Gift Aid and without. The Gift Aid admission price includes a voluntary donation, which enables us to claim the tax back as part of the Government's Gift Aid scheme. For further information on Gift Aid click here.

  

Pricing

  

Adult

 

Gift Aid £11.10

No Gift Aid £10.09

  

Concession (65+, full-time students, unemployed)

Gift Aid £8.20

No Gift Aid £7.45

 

Child (4-16 years)

Gift Aid £5.40

No Gift Aid £4.91

  

Family (2 adults and 2 children, 4-16 years)

Gift Aid £29.80

No Gift Aid £27.09

 

Children (under 4 years) Free Free

 

Essential helpers assisting disabled visitors Free Free

 

Under 16s must be accompanied by an adult.

  

Accessibility

  

WWT Martin Mere Wetland Centre has the following facilities:

 

Free accessible car parking provision – 2 designated spaces

Trained assistance dogs welcome

Hearing induction loop in reception

Maps can be enlarged, please ask ahead of your visit

Manual wheelchair available to loan

The paths around the site are level access

Roaming volunteers, grounds and reception staff on hand if you require assistance

There is step-free entry to all our hides

Accessible toilets

Restaurant staff are friendly and helpful and will carry trays to the table if required

Pond-dipping with station for wheelchair-users

Accessible boat safari – maximum 2 manual wheelchair-users per trip

Waterplay – accessible (boardwalks / gravel) for children using wheelchairs

Eco Garden – a great sensory experience

  

In addition we have friendly and helpful staff, so if you need restaurant staff to carry a tray to your table or help open a gate – please just ask!

  

Eat, drink, refresh

  

The visitor centre is the heart of Martin Mere and the central place to find information on what to see, to buy seed to feed to the birds, to browse our retail shop and to eat (at the Mere Side Cafe).

 

The Mere Side Cafe has a selection of hot and cold food, sandwiches, cakes and drinks. Childrens boxes are available as well as high chairs and the option to heat up a baby's bottle. Additionally in the building there are disabled toilets and baby changing facilities.

 

The building has six indoor rooms where there’s always plenty to see and do in the warmth. Films will often be shown in our theatre about beavers or swans and there is a free activity room where families can play and learn in comfort.

 

The main foyer is home to a bio-diversity exhibition that was kindly donated to us to allow us to have an interactive display promoting the diversity of nature and life. The exhibition has a mixture of touch screen displays, hand held objects, an introductory DVD and large displays to read and learn about bio-diversity.

 

In addition, at weekends and during holidays there is another craft room where children can design then purchase crafts such as badges, pencil cases and themed activities depending on the season.

  

Shopping

  

Gift shop

  

The retail shop has a wide selection of gifts and souvenirs from small gifts for children to jewellery and display items, as well as a bird care and book area.

 

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In Focus shop

  

Established over 30 years ago, In Focus are the UK’s leading binocular and telescope specialists.

 

The In Focus shop at Martin Mere has arguably the best testing facilities for binoculars and telescopes in Britain, and carries an extensive range of binoculars and telescopes from beginners’ compacts for £15 to top end kit.

 

They also stock tripods, hide clamps, digiscoping kits and a wide range of bird watching accessories.

 

All of the In Focus staff are expert birders who work commission-free to give non-biased advice about choosing binoculars and telescopes. All sales support WWT’s conservation work.

 

If you wish to visit In Focus but not Martin Mere, you pay the admission price and this can be refunded when you leave if you get your receipt stamped by a member of staff at In Focus.

  

Group visits

  

What is there for groups?

  

Martin Mere Wetland Centre provides a perfect destination for groups, from keen wildlife enthusiasts, photographers or conservation and environmental groups to those just wanting a relaxing day out.

 

There are beautiful walks around the grounds where you can view birds from around the world, and a nature trail with ten lookout hides from which to watch wildlife throughout the seasons, including summer wading birds and the wintering swans and geese. We also have a visitor centre with spectacular views across the Swan Lake and we have a gift shop and the Mere Side Cafe, which serves food and drinks.

 

You are welcome to visit at your leisure but for those wanting a little more structure we offer guided walks tailored to your group’s requirements.

  

Activities

  

A range of seasonal guided tours and events are available to groups year round at Martin Mere Wetland Centre. Tours are priced at £10 and must be pre-booked.

 

Among those available are duckling nursery tours in the spring, summer waders walks in the summer and swan feeds in the winter. Guided tours of the waterfowl gardens and a community reedbed walk are also run year-round.

Contact the centre to find out which events

will be available when you visit.

 

Benefits for groups

 

Reduced entry prices for groups of 12 or more (payable as one payment on arrival)

Free familiarisation visit for the group leader

Complimentary admission for group organiser

Free coach parking

Free entry for the coach driver

Voucher for use in the Coffee Shop for the driver

Guided tour available for small additional cost for groups that have pre-booked

Meet and greet with complimentary welcome pack

  

Group admission prices 2012

  

Free to WWT members

 

The following discounted rates apply to groups of 12 or more:

Adult: £9.50

Concession: £7.00 (over 65 years, full-time students, unemployed)

Child: £4.60 (4-16 years)

  

No deposit is required and groups will be asked to pay at the admissions desk on the day of visit.

 

Accessibility

 

The centre has level access and hard-surfaced paths with tarmac on main routes (and compacted gravel on minor paths)

All hides are accessible to wheelchairs

Low-level viewing windows and level access to ground floor bird hides.

Free wheelchair loan

Trained assistance dogs only (i.e. Guide dogs). No other dogs permitted

Accessible toilets in car-park and throughout the visitor centre

Free car parking on site. Tarmac surface and reserved bays for disabled visitors

  

Making a booking

  

For further information or to make a group booking, please contact Belinda on 01704 895181, or email: info.martinmere@wwt.org.uk

  

School visits

  

At WWT Martin Mere we provide unique and unforgettable learning experiences for schools.

 

To find out more about what’s on offer for you and your pupils,

  

Venue hire

  

If you would like to hire a room at Martin Mere call Belinda on 01704 891238 or email: info.martinmere@wwt.org.uk for further information or to obtain a quote.

 

The centre can be hired during the day for corporate meetings or conferences, or in the evening for functions. Rooms can also be hired for children's birthday parties.

 

Children's parties are available at the following prices:

 

Children under the age of 4 is £6.00 per child (1 parent free and then a ration of 1 adult free per 3 children).

 

Children aged 4 - 12 is £8.00 per child (1 parent free and then a ratio of 1 adult free per 5 children)

 

Lunches boxes can also be purchased for £3.95 per child and they include a sandwich, fruit drink, crisps and a piece of fruit

  

Rooms available to hire:

 

Meeting Room - Maximum of 15 delegates

Lecture Theatre - Maximum of 100 delegates

Half of Greenwood Building - 20 to 30 delegates

Full Greenwood Building - Maximum of 60 delegates

  

How to find us

  

WWT Martin Mere Wetland Centre

Fish Lane, Burscough

Lancashire

L40 0TA

 

T: 01704 895181

F: 01704 892343

E: info.martinmere@wwt.org.uk

  

Martin Mere Wetland Centre is located six miles from Ormskirk and 10 miles from Southport. It is easily accessible by public and private transport.

 

WWT Martin Mere is now offering a scheme where visitors who travel to the Centre without a car can receive discount entry on admission.

 

The reduced admission prices are:

 

Adult: £9.50

Child: £4.60

Concession: £7.00

  

By car

 

Situated off the A59, the Centre is signposted from junction 8 on the M61, junction 3 on the M58 and junction 27 on the M6. It is free to park at the Centre.

  

By rail

 

There are three railway stations in close proximity to Martin Mere: Burscough Bridge Interchange (on the Southport - Manchester line) is approximately two miles, New Lane (on the Southport – Manchester line) is approximately 0.8 miles and Burscough Junction (on the Liverpool to Preston line via Ormskirk) is approximately three miles.

 

Visit: www.traveline-northwest.co.uk for details of North West timetables and journey planner.

  

By foot

 

Martin Mere has created a new trail from Burscough Bridge Interchange. The well signposted two mile trail is along local footpaths and includes walking over agricultural land so may not be suitable for prams or wheelchairs. It is also advised to wear good walking boots. The trail begins from behind the Manchester platform at Burscough Bridge Interchange and incorporates local tea rooms and the new Martin Mere reedbed walk. The signs are made out of recycled plastic.

 

Please be aware that at certain times of the year, summer in particular, the footpath can become overgrown in certain places and it is advised to call the Centre prior to walking it at this time of year. If the path at the station is overgrown you can use an alternative route: Walk down the side of the house on the platform and turn left onto the road, turning left down Moss Nook Road. At the top of Moss Nook Road you walk straight ahead onto the public footpath and you will pick up the fingerposts to Martin Mere.

 

If there is an issue with the signage on this walk please call Martin Mere on 01704 891220

 

If there is an issue with the footpath i.e. overgrown or litter, please call Burscough Parish Council on 01704 894914

 

Click here for information on the Countryside Code

  

Hire a bike

  

The Martin Mere Wetland Centre welcomes cyclists as an environmentally friendly and pleasant way to arrive at the centre.

 

Jack Parker Cycles, in partnership with Martin Mere, now offer cycle hire from the Burscough shop. The hire fleet consist’s of a selection of gent’s, ladies, boys & girls junior bikes all fitted with puncture proof tires, also child seats & tag along bikes are available. All persons hiring will be supplied with helmets, locks and a map of area.

 

The costs to hire are £8.00 per bike and £4.00 for child seats and tags. All bikes must be booked in advance by telephone on 01704 892442 or by calling into the shop at 62 - 64 Liverpool Road North, Burscough L40 4BY

 

Cycle stations are located at Burscough Wharf, Burscough Fitness and Racquets Centre and The Ship Inn in Lathom.

 

All you need to hire a bike is your mobile phone and a debit or credit card and cycle hire is from £1 per hour

Minimum 6 hour initial purchase required however this can be carried forward to your next hire until your membership expires.

Top up your account with more hours anytime either through the website or by calling our automated number 01704 340025.

Thirty day temporary memberships are instantly available when you hire a bike however you can upgrade or pre-join on our website.

Easy to follow instructions are available at all stations.

You are able to hire at one station and leave your bike at another (specific locations only).

Check our website for locations of other cycle hire centres or to check if bikes are available at your chosen station

 

Further information on bike hire and how to travel without a car around Sefton and West Lancashire, please click on the following link: www.visitseftonandwestlancs.co.uk

 

The Centre is situated on two cycle routes in West Lancashire: the New Lane Circuit (approximately 23.5 miles) and A Grand Tour of West Lancashire (approximately 37.8 miles). Details of the routes can be found at: www.lancashire.gov.uk/environment/cycling/pdf/West%20lanc...

  

By coach

  

The centre has parking facilities for large coaches. Parking is free for coaches bringing visitors to the centre.

  

By air

 

Manchester Airport is just an hour drive from the Martin Mere Wetland Centre and Manchester Airport Train Station is on the Southport to Manchester train line, providing a direct route to New Lane Train Station, 0.8 miles from the Centre.

  

WWT's environmental policy

  

WWT is committed to environmental excellence and the continuous improvement of our environmental performance as part of our overall goal of implementing the pronciples of sustainability in all areas of work.

 

We recognise that many of our activities have some negative impact on the local, regional, national and global environment. As a consequence, we aim to conduct our business and operations in a way that minimises this impact and mitigates for it whenever possible, reflecting sustainable practices. Specifically we endeavour to:

Review all activities, operations and procedures to identify, quantify and evaluate environmental impact.

Set priorities and targets for environmental improvements in key areas, such as water, waste and energy.

Measure improvements against targets and report progress annually.

Adopt a philosophy of 'reduce, re-use and recycle' in our use of resources, and minimise the environmental impacts associated with our activities.

Meet or exceed all statutory regulations and approved codes of practice on the environment at all locations where possible.

Set our own standards and targets where no relevant Government regulation or code of practice exists.

Incorporate environmental responsibilities and sustainable practices into job descriptions, staff training and appraisals.

Raise awareness of environmental issues amongst staff and volunteers, and encourage individuals to adopt sustainable practices.

Communicate the value of environmental awareness and sustainability to members, supporters and local communities.

Encourage third parties, particularly suppliers and receivers of goods and services, to adopt environmental standards comparable to those of WWT.

Adopt a policy of sale and purchase of goods and services that minimises negative environmental impacts where possible.

Invest in accordance with our environmental policies and regularly review investments to ensure that they do not conflict with the Articles of the Trust.

Implement an environmental action plan to support our environmental policy.

  

Martin Mere visitor code

  

Wherever we go and whatever we do, we have an impact.

 

There are many ways in which you can get involved during your visit to help look after our beautiful area and ensure it is just as special on your next visit. This will also support our commitment to sustainable tourism.

  

1. Why not get out of the car - walking, riding and cycling are great ways to explore the area without adding to the traffic and you'll find there are fantastic places to visit right on your doorstep!

 

2. Stay local, eat local, buy local and see local - Lancashire has gained a reputation for fine food and local produce, so why not seek out famers' markets, village stores, pubs and cafes and make a real difference to the local communities.

 

3. Reduce, Reuse, Recycle - support us in our efforts to reduce waste.

 

4. Switch off... and save energy - in rural Lancashire you can see the stars at night! Help us reduce energy use and C02 emissions by switching off lights and standby buttons when you don't need them. Help us reduce water consumption by using just the water you need.

 

5. Follow the Countryside Code - the Countryside Code reminds us all to protect, respect and enjoy: look after plants and animals, take litter away; leave gates and property as you find them; keep dogs under close control; and consider other people.

 

BNTM C . 3 HAS ARRIVED

I am your host, Ruby Lowe and welcome to BNTM C . 3

  

"Hello. Today is the day that auditions are open. This BNTM is just like your normal competition. Themes are to be judged at a high standard, as the themes may become very difficult. No twists and changes to this competition. We are keeping it standard, as you can wait for what's to come in future cycles." - Ruby

  

Auditioning Requirements.

Our auditions will be different to others. I personally hate doing Auditions, so this audition is only requiring a simple close-up. They are easier, and often show the photographer's real talent.

- Purple Shirt! If you don't have one, edit it.

- Any bottoms if the top of them will be visible, we still want you to wear pants even if they won't be fully seen.

- Close-up (Waist up)

- Preferably Landscape

- White Background

- Hair up and out of your face

- Makeup of your choice

- Good quality please!

Please include the following:

- Name

- Age

- Nationality

- Why you deserve to get in

Even though this is just a simple close-up, take your time as it can make or break your chance on getting in.

  

Prizes.

1st -

- Cover of mood & beauty in mood

- 5 page spread in mood

- 5 year contract with flush models

- Face of Splash Cosmetics

- $100,000 worth of Splash Cosmetics

- Possibly, a doll from ebay of your choice.

  

2nd -

- Cover of mood

- 3 year contract with flush models

- $1,000 worth of Splash Cosmetics

  

Rules.

Normal rules with a competition. If you don't know them, then you better find out because breaking them can get you sent packing.

My rules are,

- Please have a posable body! But no 2013 body's aloud.

- ONLY BRATZ DOLLS SORRY

- Do not quit, then join another person's contest. That is just rude. If you do quit, there will not be an elimination so that I can stick to my calendar. Yes I have a calendar for this. I actually want this to be a good competition!

You have 2 safe’s and on your 3rd no photo, you’re gone. But you have to have a good reason and contact me for you to be safe.

  

14 beautiful models needed. Please try and make them from around the world. If I don't get at least 14 auditions, the deadline will be extended.

  

Please join people, I would love a great turn out for this!

And please don’t think that I will just cancel this cycle, because trust me I have put too much effort into planning this I could never.

  

Deadline is July 10th

  

Auditions:

1. Cade Brooklyn: www.flickr.com/photos/v1cthepurplejagerbomb/14343304466/

2. Khaleesi Dothraki: www.flickr.com/photos/93280992@N05/14182073279/

3. Hebroni Quinn: www.flickr.com/photos/120568483@N05/14416766513/in/photos...

4. Madonna: www.flickr.com/photos/sailorcrystel/14392602516/

5. Cecelia Blackwood: www.flickr.com/photos/108505456@N05/14236411269/

6. Cassandra Kerr: www.flickr.com/photos/108808824@N05/14420080661/

7. Alarna Decosta: www.flickr.com/photos/123226202@N04/14555829474/

8. Ariana Roberts: www.flickr.com/photos/glglover78/14242926027/

9. Adelia Tomson: www.flickr.com/photos/94548007@N05/14259515718/

10. Elektra-Ann Giannakou: www.flickr.com/photos/88102708@N07/14593563461/in/photoso...

11. Tulisa Caroni: www.flickr.com/photos/119129024@N05/14267329200/

12. Analiese Brooks: www.flickr.com/photos/125311807@N08/14446834276/

13. India Aiden: www.flickr.com/photos/113223348@N03/14464951766/

14. Delilah Augustine: www.flickr.com/photos/bratzjaderox/14444260087/

15. Peyton Chance: www.flickr.com/photos/bratzrlife13/14580485993/

16. Sabrina Moon: www.flickr.com/photos/glitzysistersx9/14595793192/in/phot...

17. Harper Akinna: www.flickr.com/photos/bratzshows102/14600421836/

18. Analeigh Clark: www.flickr.com/photos/93283699@N03/14597497254/

19. Rose Yamazaki: www.flickr.com/photos/rainbowdoll489/14405714357/in/photo...

20. Cara Vosovic: www.flickr.com/photos/obsegebitz_livlover/14599477292/in/...

21. Sui Rozen: www.flickr.com/photos/carolparvatilara/14636912933/

22. Minako Miku: www.flickr.com/photos/mhperfectlyimperfect/14427017838/in...

23. Maura Venkel: www.flickr.com/photos/109421295@N06/14426497298/in/photos...

24. Ariel Freshwater: www.flickr.com/photos/blakelovesdolls/14651287693/in/phot...

25. Blaire Hudson: www.flickr.com/photos/84271682@N06/14637827455/

Spine Class Modular Deep Space Exploration Vessel

 

Crew: 6

Length: 423 studs

 

The Mutant Abbot consists of 20 'vertebrae' which allow for up to 40 modules to be attached. The ship can be customised for different missions, adding more crew space, stowage and specialist equipment depending on requirements.

This is the caustic photo. I chose the background because it was simple and with all the shadows it seemed almost "invisible". The lighting is completely natural and coming from a window behind the martini glass (not in the photo).

requirements -

1. any doll can join

2. girl dolls only

3. white background

4. pink cloths

5. hair can be up or down

 

Description-

 

1. Name: Christie

2. Age: 22

3. height: 1,80 m

4. personality: I'm a little shy and dreamy

5. Style: I always like to look cool, my favorite color is pink. I always carry some of that color.

6. Why you should join: because....I would like to win

 

due by

AUGUST 12TH

 

www.rspb.org.uk/reserves/guide/m/marshside/index.aspx

  

www.rspb.org.uk/reserves/guide/m/marshside/about.aspx

  

There's something for everyone all year round at this delightful coastal reserve. In the spring you can see brown hares boxing in the fields, while in the early summer you'll spot nesting birds like avocets and lapwings. During the winter months the skies fill with visiting waterfowl such as pink-footed geese and wigeons, not to mention birds of prey that can set flocks wheeling over the marshes.

 

There are two hides, a viewing platform and three viewing screens. If you're new to birdwatching, why not come on one of our special event days?

 

Opening times

8.30 am to 5 pm every day.

 

Entrance charges

Free, but donations to help us continue our work here are welcome.

 

If you are new to birdwatching...

Extensive events programme and ABB events take place - all aimed at beginners. Birds all-year and plenty of them.

 

Information for dog owners

Some access for dogs - please contact reserve for details

  

Star species

Our star species are some of the most interesting birds you may see on your visit to the reserve.

  

Avocet

Watch elegant avocets 'scooping up' microscopic, aquatic life in their amazing, sickle-shaped beaks. They nest in mini colonies on the islands.

  

Black-tailed godwit

Flocks of black-tailed godwits can be seen on in spring - when they rest and feed here before heading north to Iceland to breed - they are resplendent in their 'tomato soup-red' breeding attire. On their return in autumn, you can pick out the scaly-backed juvenile birds if you look closely. Some birds also spend summer here.

  

Lapwing

Watch the nesting lapwings here chasing predators that may come too close to their nests or show too much of an interest in their chicks. The protective parents regularly give chase to crows and do not stop their 'mobbing' attacks until the danger has passed.

  

Pink-footed goose

Many pink-footed geese assemble here from late September through to March. They roost on the mudflats and fly inland at dawn to feed in nearby fields.

  

Wigeon

During winter, flocks of wigeons are a daily sight, with several thousand often on the reserve. Wintering birds arrive from early September and numbers build up to a peak, usually in January.

  

Seasonal highlights

Each season brings a different experience at our nature reserves. In spring, the air is filled with birdsong as they compete to establish territories and attract a mate. In summer, look out for young birds making their first venture into the outside world. Autumn brings large movements of migrating birds - some heading south to a warmer climate, others seeking refuge in the UK from the cold Arctic winter. In winter, look out for large flocks of birds gathering to feed, or flying at dusk to form large roosts to keep warm.

 

Spring

Lapwings tumble in excitable displays over the nesting areas. Early morning is the best time to see the hares 'boxing'. Watch out for the first wheatears and swallows to arrive from Africa. The flood-waters are retreating, leaving muddy edges - look out for migrating waders like common sandpipers and ruffs. There are still large numbers of wigeons, teals, black-tailed godwits and other water birds biding their time or passing through on their way north.

  

Summer

Redshanks and avocets scold you from a distance as they watch over their chicks. The grass is peppered with the colours of wildflowers. Wall brown and common blue butterflies are found along the paths on warm, sunny days. Grey herons stalk the ditches. Summering black-tailed godwits can be found in the wetter spots.

  

Autumn

A dashing falcon at this time of year could be a merlin just in from Iceland. Look for skeins of pink-footed geese flying to and from their roost out on the mudflats at dusk and dawn. Migrant hawker dragonflies patrol the ditches on sunny days. Wigeon and teal numbers begin to build up.

  

Winter

You will be sure to see huge flocks of wigeons, teals, lapwings and golden plovers wheeling and turning over the marshes. Look out for the bird of prey that has caused the panic. It could be a kestrel, merlin, peregrine or sparrowhawk or perhaps one of the voracious great black-backed gulls that patrol these marshes.

  

Facilities

 

Facilities

•Information centre

•Car park : Free car park (local authority). Bicycle rack at Sandgrounders Hide.

•Toilets

•Disabled toilets

•Group bookings accepted

•Guided walks available

•Good for walking

•Pushchair friendly

 

Viewing points

Two hides - both glazed, one heated. One viewing platform and three viewing screens.

 

Nature trails

Trail to Sandgrounders Hide from car park 200 m, wheelchair/pushchair-suitable. Trail from Nel's Hide to car park 550 m wheelchair/pushchair-suitable. Footpaths along old sea-wall and coast road make round trips of 1.8 miles (3 km), 2.5 miles (4 km) and 4.3 miles (7 km) possible for able-bodied.

  

Accessibility

This is a natural site with unimproved paths and trails - the access around this site may not be suitable for all visitors. If you have concerns, please contact the reserve or regional office before your visit to discuss your requirements.

  

How to get here

 

By train

Southport (Chapel Street Station) - follow London Street till it joins Lord Street and then go straight across Lord Street and on down Nevill Street to the Promenade; turn right to follow Marine Lake to its northern end; turn left onto Fairway and then right on to Marine Drive. Reserve begins at Hesketh Road after 0.6 mile (1 km; first turning on right). Total distance 1.8 miles (3 km).

 

By bus

Southport (War Memorial, Lord Street) to Crossens via Marshside Road. No.44 every 15 minutes. Get off at Elswick Road junction. Walk north 200 m along Marshside Road to start of reserve.

 

By road

From Southport, follow coast road north (1.5 miles or 2.5 km from Southport Pier) to small car park by sand works.

  

Our work here

Marshside protects 94 ha of coastal grassland and pools on the shores of the Ribble estuary.

The RSPB is managing the reserve to protect important populations of breeding waders and wintering wildfowl, plus other wildlife such as brown hares and wintering birds of prey. We are also developing the reserve as a popular visitor attraction.

 

Top targets

We are working towards five-year mean targets for key breeding birds. These include 80 pairs of lapwings, 10 pairs of avocets and 30 pairs of redshanks. We will also ensure that black-tailed godwits remain present through the breeding season and that breeding wildfowl numbers are stable.

Meanwhile, our October-March targets for non-breeding birds include at least 900 black-tailed godwits, 300 pink-footed geese, 6,000 wigeons, 1,500 teals, 100 shovelers and 750 golden plovers.

 

Grassland gains

We are improving our grassland for breeding waders, using summer grazing with cattle and topping, where necessary, to create suitable sward heights. We will retain a tussocky structure, and will ensure that up to 33 ha of grassland holds permanent surface water in winter. We will also increase our small area of ungrazed grassland and preserve the extent of our ‘dune-slack’ grassland, which is rich in wildlife.

 

Water and swamp

We will ensure that all permanent water bodies are at least 10 cm deep from the start of June. We will also increase the extent of open water in pools and ditches, by rotationally cleaning and re-profiling ditches. We will dig new ditches and create small pools to break up waterless ‘plain’ areas, and will excavate to create 1 ha of open water and an additional 1 ha of swamp.

 

Keeping tabs

Constant monitoring helps us to manage the site and contribute to research projects elsewhere. We focus on breeding waders, lapwing nest productivity and wintering wildfowl, as well as water voles, natterjack toads and butterflies. We also monitor sward height, cattle numbers, the levels and quality of water, and the extent and quality of grassland.

 

People

We are continuing to improve visitor facilities, making our hides, nature trails and footpaths accessible to all. We also run a varied events programme and will keep developing our volunteer scheme.

  

Contact us

•Tel: 01704 226190

Where is it?

•Lat/lng: 53.67694,-2.98096

•Grid reference: SD353205

•Nearest town: Southport, Merseyside

•County: Merseyside

•Country: England

 

From Wikipedia, the free encyclopedia.

 

Battersea Power Station is a decommissioned coal-fired power station located on the south bank of the River Thames, in Nine Elms, Battersea, an inner-city district of South West London.

It comprises two individual power stations, built in two stages in the form of a single building. Battersea A Power Station was built in the 1930s, with Battersea B Power Station to the east in the 1950s. The two stations were built to a nearly identical design, providing the long-recognized four-chimney layout. The station ceased generating electricity in 1983, but over the past 50 years it has become one of the best known landmarks in London and is Grade II listed.

 

The station's celebrity owes much to numerous popular culture references, which include the cover art of Pink Floyd's 1977 album Animals and its appearance in the 1965 Beatles' film Help!

 

The station is one of the largest brick buildings in the world and is notable for its original, lavish Art Deco interior fittings and decor. The building has remained largely unused since its closure, and the condition of the structure has been described as "very bad" by English Heritage, which included it in its Heritage at Risk Register. The site was also listed on the 2004 World Monuments Watch by the World Monuments Fund.

 

Since the station's closure, numerous redevelopment plans were drawn up from successive site owners. In 2004, when a redevelopment project by Parkview International stalled, the site was sold to the administrators of Irish company Real Estate Opportunities (REO), who bought it for £400 million in November 2006 with plans to refurbish the station for public use and build 3,400 homes across the site. This plan fell through due to REO's debt being called in by the state-owned banks of the UK and Ireland. The site was put up for sale in December 2011 through commercial estate agent Knight Frank. It has received interest from a variety of overseas consortia, most seeking to demolish or partly demolish the structure. The combination of an existing debt burden of some £750 million, the need to make a £200 million contribution to a proposed extension to the London Underground, requirements to fund conservation of the derelict power station shell, and the presence of a waste transfer station and cement plant on the river frontage made commercial development of the site a significant challenge.

 

In 2012, administrators Ernst & Young entered into an exclusivity agreement with Malaysia's SP Setia and Sime Darby to develop the site. The £400 million sale was completed in September 2012, and the redevelopment intends to implement the Rafael Vinoly design, which had gained planning consent from Wandsworth Council in 2011. In January 2013, the first residential apartments went on sale. Construction on Phase 1 was commenced in 2013. Apple will locate its new London headquarters at Battersea Power Station, becoming the largest office tenant with 1,400 staff across six floors in the central boiler house.

 

Here goes the work flow. (Idea requirements : Camera RAW file, Lil exposures in Adobe Camera Raw Plugin or Lightroom) and Lil bit of PS

 

@ Camera Raw 2nd picture

Step 1

basic adjustments of WB gives you the perfect color (i used to shot in desired WB) this was shot in Sunlight (Daylight) this shot have enough warm tones, so need a lil bit of blue in sky, i go with more cool temperature

 

Step 2

Tonal adjustments decides the final image strength

exposures+Recovery + fill light + Contrast + Black

for me the exposures are perfect (not a blow out or very under)

recovery > if no blow out, then no point to recovery

Contrast > the key factor decides the depth of the shot

Black > adjust the shadow value of a shot

Fill light > because of contrast & black adjustments we need to through a lil light on the shadows

 

Step 3

Clarity > increasing the clarity gives you the edge pixel details

Saturation or Vibrance > here the blue, the horizon green and red gets pop up with saturation adjustments

 

Step 4

Vignette > add a 50% vignette to darken the edges

 

Step 5

add a gradient fill in the top for darken the sky ((-exposure, value depends on how dark you want)

 

@ PS CS2 and above, 3rd picture

Basic histogram adjustments using levels or curves

here the cloud brightness, red and yellow shades of saree get better in detail

 

all this can done in less than 5 mins, :)

  

The frame is original frame, composition is original, the risk is 100% true, i was just some mm above the water level with 2 cameras and lenses, i ran behind her in water for some 100+ meters to frame this shot. and did we ever say a thanks to our models, though its a candid, many times we feel proud about, "yes i captured a good photo" but the models attitude and her color sense only gave me this shot. Kudos to her !

 

So all the above factor only create a shot, not just PP.

The Emar Mutt complex was demolished August 2019 completely.

 

++++ FROM WIKIPEDIA ++++

Raghunandana Library is located in the Emara Math-a complex (opposite Simhadwara or lion gate, the main entrance gate). The Jagannatha Aitihasika Gavesana Samiti (Jagannatha Historical Centre) is also located here. The library houses ancient palm leaf manuscripts on Jagannatha, His cult and the history of the city.

 

Puri (Odia: [ˈpuɾi (ପୁରୀ)] is a coastal city and a municipality in the state of Odisha in eastern India. It is the district headquarters of Puri district and is situated on the Bay of Bengal, 60 kilometres (37 mi) south of the state capital of Bhubaneswar. It is also known as Sri Jagannatha Dhama after the 12th-century Jagannath Temple located in the city. It is one of the original Char Dham pilgrimage sites for Hindus.

 

Puri is known by several names since the ancient times, and was locally known as "Sri Kshetra" and the Jagannath temple is known as "Badadeula". Puri and the Jagannath Temple were invaded 18 times by Muslim rulers, from the 7th century AD till the early 19th century with the objective of looting the treasures of the temple. Odisha, including Puri and its temple, were part of British India from 1803 till India attained independence in August 1947. Even though princely states do not exist in India today, the heirs of the House of Gajapati still perform the ritual duties of the temple. The temple town has many Hindu religious mathas or monasteries.

 

The economy of Puri is dependent on the religious importance of the Jagannath Temple to the extent of nearly 80 percent. The 24 festivals, including 13 major ones, held every year in the temple complex contribute to the economy; Ratha Yatra and its related festivals are the most important which are attended by millions of people every year. Sand art and applique art are some of the important crafts of the city.

 

Puri has been chosen as one of the heritage cities for Heritage City Development and Augmentation Yojana (HRIDAY) scheme of Government of India.

 

History

 

Names in history

Puri, the holy land of Jagannatha, also known by the popular vernacular name Srikshetram, has many ancient names in the Hindu scriptures such as the Rigveda, Matsya purana, Brahma Purana, Narada Purana, Padma Purana, Skanda Purana, Kapila Purana and Niladrimahodaya. In the Rigveda, in particular, it is mentioned as a place called Purushamandama-grama meaning the place where the Creator deity of the world – Supreme Divinity deified on an altar or mandapa was venerated near the coast and prayers offered with Vedic hymns. Over time the name got changed to Purushottama Puri and further shortened to Puri, and the Purusha came to be known as Jagannatha. Sages like Bhrigu, Atri and Markandeya had their hermitage close to this place. Its name is mentioned, conforming to the deity worshipped, as Srikshetra, Purusottama Dhāma, Purusottama Kshetra, Purusottama Puri and Jagannath Puri. Puri, however, is the popular usage. It is also known by the geographical features of its location as Shankhakshetra (the layout of the town is in the form of a conch shell),[4] Neelāchala ("Blue mountain" a terminology used to name a very large sand lagoon over which the temple was built but this name is not in vogue), Neelāchalakshetra, Neelādri.[5] In Sanskrit, the word "Puri" means town or city,and is cognate with polis in Greek.

 

Another ancient name is Charita as identified by General Alexander Cunningham of the Archaeological Survey of India, which was later spelled as Che-li-ta-lo by Chinese traveller Hiuen Tsang. When the present temple was built by the Eastern Ganga king Anantavarman Chodaganga in the 11th and 12th centuries AD, it was called Purushottamkshetra. However, the Moghuls, the Marathas and early British rulers called it Purushottama-chhatar or just Chhatar. In Moghul ruler Akbar's Ain-i-Akbari and subsequent Muslim historical records it was known as Purushottama. In the Sanskrit drama Anargha Raghava Nataka as well, authored by Murari Mishra, a playwright, in the 8th century AD, it is referred to as Purushottama.[4] It was only after the 12th century AD that Puri came to be known by the shortened form of Jagannatha Puri, named after the deity or in a short form as Puri.[5] It is the only shrine in India, where Radha, along with Lakshmi, Saraswati, Durga, Bhudevi, Sati, Parvati, and Shakti, abodes with Krishna, who is also known by the name Jagannatha.

 

Ancient period

 

King Indradyumna of Ujjayani credited with building the original Puri Jagannath temple in 318 AD

According to the chronicle Madala Panji, in 318 AD, the priests and servitors of the temple spirited away the idols to escape the wrath of the Rashtrakuta king Rakatavahu.[9] In the temple's historical records it finds mention in the Brahma Purana and Skanda Purana stating that the temple was built by the king Indradyumna, Ujjayani.

 

S. N. Sadasivan, a historian, in his book A Social History of India quotes William Joseph Wilkins, author of the book Hindu Mythology, Vedic and Purānic as stating that in Puri, Buddhism was once a well established practice but later Buddhists were persecuted and Brahmanism became the order of the religious practice in the town; the Buddha deity is now worshipped by the Hindus as Jagannatha. It is also said by Wilkinson that some relics of Buddha were placed inside the idol of Jagannatha which the Brahmins claimed were the bones of Lord Krishna. Even during Maurya king Ashoka's reign in 240 BC, Kalinga was a Buddhist center and that a tribe known as Lohabahu (barbarians from outside Odisha) converted to Buddhism and built a temple with an idol of Buddha which is now worshipped as Jagannatha. Wilkinson also says that the Lohabahu deposited some Buddha relics in the precincts of the temple.

 

Construction of the present Jagannath Temple started in 1136 AD and completed towards the latter part of the 12th century. The Eastern Ganga king Anangabhima III dedicated his kingdom to Lord Jagannatha, then known as the Purushottama-Jagannatha, and resolved that from then on he and his descendants would rule under "divine order as Jagannatha's sons and vassals". Even though princely states do not exist in India today, the heirs of the Eastern Ganga dynasty of Puri still perform the ritual duties of the temple; the king formally sweeps the road in front of the chariots before the start of the Ratha Yatra. This ritual is called Cherra Pahanra.

 

Medieval and early modern periods

The history of Puri is on the same lines as that of the Jagannath Temple, which was invaded 18 times during its history to plunder the treasures of the temple, rather than for religious reasons. The first invasion occurred in the 8th century AD by Rastrakuta king Govinda III (798–814 AD), and the last took place in 1881 AD by the monotheistic followers of Alekh (Mahima Dharma) who did not recognise the worship of Jagannatha.[13] From 1205 AD onward there were many invasions of the city and its temple by Muslims of Afghan and Moghul descent, known as Yavanas or foreigners. In most of these invasions the idols were taken to safe places by the priests and the servitors of the temple. Destruction of the temple was prevented by timely resistance or surrender by the kings of the region. However, the treasures of the temple were repeatedly looted.[14] The table lists all the 18 invasions along with the status of the three images of the temple, the triad of Jagannatha, Balabhadra and Subhadra following each invasion.

  

In the 16th century, Chaitanya Mahaprabhu of Bengal established the Bhakti movements of India, now known by the name the Hare Krishna movement. He spent many years as a devotee of Jagannatha at Puri; he is said to have merged with the deity.[25] There is also a matha of Chaitanya Mahaprabhu here known as Radhakanta Math.

 

In the 17th century, for the sailors sailing on the east coast of India, the temple served as a landmark, being located in a plaza in the centre of the city, which they called the "White Pagoda" while the Konark Sun Temple, 60 kilometres (37 mi) away to the east of Puri, was known as the "Black Pagoda".

 

The iconic representation of the images in the Jagannath temple is believed to be the forms derived from the worship made by the tribal groups of Sabaras belonging to northern Odisha. These images are replaced at regular intervals as the wood deteriorates. This replacement is a special event carried out ritualistically by special group of carpenters.

 

Govardhana matha main gate

The city has many other Mathas as well. The Emar Matha was founded by the Tamil Vaishnava saint Ramanujacharya in the 12th century AD. This Matha, which is now located in front of Simhadvara across the eastern corner of the Jagannath Temple, is reported to have been built in the 16th century during the reign of kings of Suryavamsi Gajapatis. The Matha was in the news on 25 February 2011 for the large cache of 522 silver slabs unearthed from a closed chamber.

 

The British conquered Orissa in 1803, and, recognising the importance of the Jagannath Temple in the life of the people of the state, they initially appointed an official to look after the temple's affairs and later declared the temple as part of a district.

 

Modern history

 

H.H Jagadguru Swami Nischalananda Saraswati, The Shankaracharya of Puri

In 1906, Sri Yukteswar, an exponent of Kriya Yoga and a resident of Puri, established an ashram, a spiritual training center, named "Kararashram" in Puri. He died on 9 March 1936 and his body is buried in the garden of the ashram.

 

The city is the site of the former summer residence of British Raj, the Raj Bhavan, built in 1913–14 during the era of governors.[30]

 

For the people of Puri, Lord Jagannatha, visualized as Lord Krishna, is synonymous with their city. They believe that Lord Jagannatha looks after the welfare of the state. However, after the partial collapse of the Jagannath Temple (in the Amalaka part of the temple) on 14 June 1990, people became apprehensive and considered it a bad omen for Odisha. The replacement of the fallen stone by another of the same size and weight (7 tonnes (7.7 tons)), that could be done only in the early morning hours after the temple gates were opened, was done on 28 February 1991.[25]

 

Puri has been chosen as one of the heritage cities for the Heritage City Development and Augmentation Yojana scheme of the Indian Government. It is chosen as one of the 12 heritage cities with "focus on holistic development" to be implemented within 27 months by the end of March 2017.[31]

 

Non-Hindus are not permitted to enter the shrines but are allowed to view the temple and the proceedings from the roof of the Raghunandan library, located within the precincts of the temple, for a small donation.[32]

 

Geography and climate

 

Geography

 

The Atharanala Bridge dating back to the 16th century at the entrance of Puri

Puri, located on the east coast of India on the Bay of Bengal, is in the centre of the Puri district. It is delimited by the Bay of Bengal on the southeast, the Mauza Sipaurubilla on the west, Mauza Gopinathpur in the north and Mauza Balukhand in the east. It is within the 67 kilometres (42 mi) coastal stretch of sandy beaches that extends between Chilika Lake and the south of Puri city. However, the administrative jurisdiction of the Puri Municipality extends over an area of 16.3268 square kilometres (6.3038 sq mi) spread over 30 wards, which includes a shore line of 5 kilometres (3.1 mi).[33]

 

Puri is in the coastal delta of the Mahanadi River on the shores of the Bay of Bengal. In the ancient days it was near to Sisupalgarh (also known as "Ashokan Tosali"). Then the land was drained by a tributary of the Bhargavi River, a branch of the Mahanadi River. This branch underwent a meandering course creating many arteries altering the estuary, and formed many sand hills. These sand hills could be cut through by the streams. Because of the sand hills, the Bhargavi River, flowing to the south of Puri, moved away towards the Chilika Lake. This shift also resulted in the creation of two lagoons, known as Sar and Samang, on the eastern and northern parts of Puri respectively. Sar lagoon has a length of 5 miles (8.0 km) in an east–west direction and a width of 2 miles (3.2 km) in north–south direction. The estuary of the Bhargavi River has a shallow depth of just 5 feet (1.5 m) and the process of siltation continues. According to a 15th-century Odia writer Saraladasa, the bed of the unnamed stream that flowed at the base of the Blue Mountain or Neelachal was filled up. Katakarajavamsa, a 16th-century chronicle (c.1600), attributes filling up of the bed of the river which flowed through the present Grand Road, as done during the reign of King Narasimha II (1278–1308) of Eastern Ganga dynasty.

 

Climate

According to the Köppen–Geiger climate classification system the climate of Puri is classified as Aw (Tropical savanna climate). The city has moderate and tropical climate. Humidity is fairly high throughout the year. The temperature during summer touches a maximum of 36 °C (97 °F) and during winter it is 17 °C (63 °F). The average annual rainfall is 1,337 millimetres (52.6 in) and the average annual temperature is 26.9 °C (80.4 °F).

 

Demographics

 

According to the 2011 Census of India, Puri is an urban agglomeration governed by the Municipal Corporation in Odisha state, with a population of 200,564, comprising 104,086 males, 96,478 females, and 18,471 children (under six years of age). The sex ratio is 927. The average literacy rate in the city is 88.03 percent (91.38 percent for males and 84.43 percent for females).

 

Administration

 

Samudra arati or worship of the sea at Swargadwar by disciples of the Govardhana matha

The Puri Municipality, Puri Konark Development Authority, Public Health Engineering Organisation and Orissa Water Supply Sewerage Board are some of the principal organisations that are devolved with the responsibility of providing for civic amenities such as water supply, sewerage, waste management, street lighting and infrastructure of roads. The major activity, which puts maximum pressure on these organisations, is the annual event of the Ratha Yatra held during June- July. According to the Puri Municipality more than a million people attend this event. Hence, development activities such as infrastructure and amenities to the pilgrims, apart from security, gets priority attention.

 

The civic administration of Puri is the responsibility of the Puri Municipality. The municipality came into existence in 1864 in the name of the Puri Improvement Trust, which was converted into Puri Municipality in 1881. After India's independence in 1947, the Orissa Municipal Act (1950) was promulgated entrusting the administration of the city to the Puri Municipality. This body is represented by elected representatives with a Chairperson and councilors representing the 30 wards within the municipal limits.

 

Economy

The economy of Puri is dependent on tourism to the extent of about 80 percent. The temple is the focal point of the city and provides employment to the people of the town. Agricultural production of rice, ghee, vegetables and so forth of the region meet the large requirements of the temple. Many settlements around the town exclusively cater to the other religious requirements of the temple. The temple administration employs 6,000 men to perform the rituals. The temple also provides economic sustenance to 20,000 people. According to Colleen Taylor Set an author on food and travel, writing on the food culture of India, the temple kitchen has 400 cooks serving food to as many as 100,000 people,. According to J Mohapatra, Director, Ind Barath Power Infra Ltd (IBPIL), the kitchen is known as "a largest and biggest kitchen of the world."

 

Landmarks

Jagannath Temple at Puri

 

The Jagannath Temple at Puri is one of the major Hindu temples built in the Kalinga style of architecture.The temple tower, with a spire, rises to a height of 58 metres (190 ft), and a flag is unfurled above it, fixed over a wheel (chakra).[

  

Left:Ritual chakra and flags at the top shikhara of Puri temple of Jagannatha also related to Sudarsana chakra. The red flag (12 hand or 14 feet (4.3 m) denotes that Jagannath is within the temple.

 

Right: Statue of Aruna the charioteer of the Sun God on top of the Aruna Stambha in front of the Singhadwara

The temple is built on an elevated platform (of about 420,000 square feet (39,000 m2) area),[46] 20 feet (6.1 m) above the adjacent area. The temple rises to a height of 214 feet (65 m) above the road level. The temple complex covers an area of 10.7 acres (4.3 ha).[39] There are four entry gates in four cardinal directions of the temple, each gate located at the central part of the walls. These gates are: the eastern gate called the Singhadwara (Lions Gate), the southern gate known as Ashwa Dwara (Horse Gate), the western gate called the Vyaghra Dwara (Tigers Gate) or the Khanja Gate, and the northern gate called the Hathi Dwara or (elephant gate). These four gates symbolize the four fundamental principles of Dharma (right conduct), Jnana (knowledge), Vairagya (renunciation) and Aishwarya (prosperity). The gates are crowned with pyramid shaped structures. There is a stone pillar in front of the Singhadwara, called the Aruna Stambha {Solar Pillar}, 11 metres (36 ft) in height with 16 faces, made of chlorite stone; at the top of the stamba an elegant statue of Aruṇa (Sun) in a prayer mode is mounted. This pillar was shifted from the Konarak Sun Temple.[47] The four gates are decorated with guardian statues in the form of lion, horse mounted men, tigers, and elephants in the name and order of the gates.[32] A pillar made of fossilized wood is used for placing lamps as offering. The Lion Gate (Singhadwara) is the main gate to the temple, which is guarded by two guardian deities Jaya and Vijaya.[46][47][48] The main gate is ascended through 22 steps known as Baisi Pahaca, which are revered, as it is believed to possess "spiritual animation". Children are made to roll down these steps, from top to bottom, to bring them spiritual happiness. After entering the temple, on the left side, there is a large kitchen where food is prepared in hygienic conditions in huge quantities; the kitchen is called as "the biggest hotel of the world".

  

The main entrance of the Jagannath Temple

According to a legend King Indradyumma was directed by Lord Jagannatha in a dream to build a temple for him which he did as directed. However, according to historical records the temple was started some time during the 12th century by King Chodaganga of the Eastern Ganga dynasty. It was completed by his descendant, Anangabhima Deva, in the 12th century. The wooden images of Jagannatha, Balabhadra and Subhadra were then deified here. The temple was under the control of the Hindu rulers up to 1558. Then, when Orissa was occupied by the Afghan Nawab of Bengal, it was brought under the control of the Afghan General Kalapahad. Following the defeat of the Afghan king by Raja Mansingh, the General of Mughal emperor Akbar, the temple became part of the Mughal empire till 1751. Subsequently, it was under the control of the Marathas till 1803. During the British Raj, the Puri Raja was entrusted with its management until 1947.

 

The triad of images in the temple are of Jagannatha, personifying Lord Krishna, Balabhadra, His older brother, and Subhadra, His younger sister. The images are made of neem wood in an unfinished form. The stumps of wood which form the images of the brothers have human arms, while that of Subhadra does not have any arms. The heads are large, painted and non-carved. The faces are marked with distinctive large circular eyes.[25]

 

The Pancha Tirtha of Puri

 

Markandeshwar Tank

Hindus consider it essential to bathe in the Pancha Tirtha or the five sacred bathing spots of Puri, to complete a pilgrimage to Puri. The five sacred water bodies are the Indradyumana Tank, the Rohini Kunda, the Markandeya Tank, the Swetaganga Tank, and the Bay of Bengal also called the Mahodadhi, in Sanskrit 'Mahodadhi' means a "great ocean";[49] all are considered sacred bathing spots in the Swargadwara area.[50][51][52] These tanks have perennial sources of supply from rainfall and ground water.[53]

 

Gundicha Temple

Main article: Gundicha Temple

 

Main entrance of the Gundicha Temple

The Gundicha Temple, known as the Garden House of Jagannatha, stands in the centre of a garden, bounded by compound walls on all sides. It lies at a distance of about 3 kilometres (1.9 mi) to the northeast of the Jagannath Temple. The two temples are located at the two ends of the Bada Danda (Grand Avenue), which is the pathway for the Ratha Yatra. According to a legend, Gundicha was the wife of King Indradyumna who originally built the Jagannath temple.

 

The temple is built using light-grey sandstone, and, architecturally, it exemplifies typical Kalinga temple architecture in the Deula style. The complex comprises four components: vimana (tower structure containing the sanctum), jagamohana (assembly hall), nata-mandapa (festival hall) and bhoga-mandapa (hall of offerings). There is also a kitchen connected by a small passage. The temple is set within a garden, and is known as "God's Summer Garden Retreat" or garden house of Jagannatha. The entire complex, including the garden, is surrounded by a wall which measures 430 by 320 feet (131 m × 98 m) with height of 20 feet (6.1 m).

 

Except for the 9-day Ratha Yatra, when the triad images are worshipped in the Gundicha Temple, otherwise it remains unoccupied for the rest of the year. Tourists can visit the temple after paying an entry fee. Foreigners (generally prohibited entry in the main temple) are allowed inside this temple during this period.[56] The temple is under the Jagannath Temple Administration, Puri, the governing body of the main temple. A small band of servitors maintain the temple.

 

Swargadwar

 

Sea at Swargadwar of Puri

Swargadwar is the name given to the cremation ground or burning ghat which is located on the shores of the sea. Here thousands of dead bodies of Hindus brought from faraway places are cremated. It is a belief that the Chaitanya Mahaparabhu disappeared from this Swargadwar about 500 years back.

 

Beach

 

Puri sea sunrise

 

Puri sea beach viewed from the light house

The beach at Puri, known as the "Ballighai beach, at the mouth of Nunai River", is 8 kilometres (5.0 mi) away from the town and is fringed by casurina trees.[10] It has golden yellow sand. Sunrise and sunset are pleasant scenic attractions here. Waves break in at the beach which is long and wide.

 

District museum

The Puri district museum is located on the station road where the exhibits in display are the different types of garments worn by Lord Jagannatha, local sculptures, patachitra (traditional, cloth-based scroll painting), ancient Palm-leaf manuscripts, and local craft work.

  

Festivals of Puri

The Grand Road near the Jagannath Temple

Puri witnesses 24 festivals every year, of which 13 are major. The most important of these is the Ratha Yatra, or the car festival, held in the June–July, which is attended by more than 1 million people.

 

Ratha Yatra at Puri

The Ratha Yatra in Puri in modern times showing the three chariots of the deities with the Temple in the background

The Jagannath Temple triad are normally worshipped in the sanctum of the temple at Puri, but once during the month of Asadha (rainy season of Orissa, usually in June or July), they are brought out on the Bada Danda (main street of Puri) and taken over a distance of (3 kilometres (1.9 mi)) to the Gundicha Temple[61] in huge chariots (ratha), allowing the public to have darśana (holy view). This festival is known as the Ratha Yatra, meaning the journey (yatra) of the chariots.[62] The yatra starts every year according to the Hindu calendar on the Asadha Sukla Dwitiya day, the second day of bright fortnight of Asadha (June–July).[63]

 

Historically, the ruling Ganga dynasty instituted the Ratha Yatra on the completion of the Jagannath Temple around 1150 AD. This festival was one of those Hindu festivals that was reported to the Western world very early.[64] Friar Odoric, in his account of 1321, reported how the people put the "idols" on chariots, and the King, the Queen and all the people drew them from the "church" with song and music.[65][66]

 

The Rathas are huge wooden structures provided with large wheels, which are built anew every year and are pulled by the devotees. The chariot for Lord Jagannatha is about 45 feet (14 m) high and 35 square feet (3.3 m2) and takes about 2 months for its construction.[67] The chariot is mounted with 16 wheels, each of 7 feet (2.1 m) diameter. The carving in the front face of the chariot has four wooden horses drawn by Maruti. On its other three faces, the wooden carvings are of Rama, Surya and Vishnu. The chariot is known as Nandi Ghosha. The roof of the chariot is covered with yellow and red coloured cloth. The next chariot is of Balabhadra which is 44 feet (13 m) in height fitted with 14 wheels. The chariot is carved with Satyaki as the charioteer, roof covered in red and green coloured cloth, and the chariot is known as Taladhwaja. The carvings on this chariot include images of Narasimha and Rudra as Jagannatha's companions. The next chariot in the order is of Subhadra, which is 43 feet (13 m) in height supported on 12 wheels, roof covered in black and red colour cloth, and the chariot is known as Darpa Dalaan and the charioteer carved is Arjuna. Other images carved on the chariot are of Vana Durga, Tara Devi and Chandi Devi.[63][68] The artists and painters of Puri decorate the cars and paint flower petals and other designs on the wheels, the wood-carved charioteer and horses, and the inverted lotuses on the wall behind the throne.[62] The chariots of Jagannatha pulled during Ratha Yatra is the etymological origin of the English word Juggernaut.[69] The Ratha Yatra is also termed as the Shri Gundicha yatra and Ghosha yatra

  

Pahandi bije during Ratha Yatra at Puri

Chhera Panhara

The Chhera Panhara[70] (sweeping with water) is a significant ritual associated with the Ratha Yatra. During this ritual, the Gajapati King wears the outfit of a sweeper and sweeps all around the deities and chariots. The king cleans the road in front of the chariots with a gold-handled broom and sprinkles sandalwood water and powder. As per the custom, although the Gajapati King has been considered the most exalted person in the Kalingan kingdom, he still renders the menial service to Jagannatha. This ritual signifies that under the lordship of Jagannatha, there is no distinction between the powerful sovereign and the humblest devotee.[71]

 

Chandan Yatra

 

The Chandan Yatra festival held every year on Akshaya Tritiya day marks the commencement of the construction of the chariots of the Ratha Yatra. It also marks the celebration of the Hindu new year.

 

Snana Yatra

Every year, on the Purnima day in the Hindu calendar month of Jyestha (June), the triad images of the Jagannath Temple are ceremonially bathed and decorated on the occasion of Snana Yatra. Water for the bath is taken in 108 pots from the Suna kuan (meaning: "golden well") located near the northern gate of the temple. Water is drawn from this well only once in a year for the sole purpose of the religious bath of the deities. After the bath the triad images are dressed in the fashion of the elephant god, Ganesha. Later, during the night, the original triad images are taken out in a procession back to the main temple but kept at a place known as Anasara pindi.[63] After this the Jhulana Yatra is performed when proxy images of the deities are taken out in a grand procession for 21 days, cruised over boats in the Narendra Tirtha tank.[10]

 

Anavasara or Anasara

 

Anasara, a derivative of the Sanskrit word "Anabasara", literally means vacation. Every year after the holy Snana Yatra, the triad images, without the Sudarshana Chakra, are taken to a secret altar named Anavasara Ghar (also known as Anasara pindi, 'pindi' is Oriya term meaning "platform" [72]) where they remain for the next fortnight of (Krishna paksha); devotees are not allowed to view these images. Instead, devotees go to the nearby Brahmagiri to see the Lord in the four-handed form of Alarnath, a depiction of Vishnu.[63][73] Devotees then get the first glimpse of the Lord only on the day before Ratha Yatra, which is called Navayouvana. It is a local belief that the gods suffer from fever after taking an elaborate ritual bath, and they are treated by the special servants, the Daitapatis, for 15 days. Daitapatis perform special nitis (rites) known as Netrotchhaba (a rite of painting the eyes of the triad). During this period cooked food is not offered to the deities.[74]

 

Naba Kalebara

Main articles: Nabakalevara and Nabakalebara 2015

Naba Kalebara is one of the most grand events associated with the Lord Jagannatha that takes place when one lunar month of Ashadha is followed by another of Ashadha called Adhika Masa (extra month). This can take place at an interval of 8, 12 or even 18 years. Literally meaning the "New Body" (Nava = New, Kalevar = Body) in Odia, the festival is witnessed by millions of people and the budget for this event generally exceeds $500,000. The event involves installation of new images in the temple and burial of the old ones in the temple premises at Koili Vaikuntha. During the Nabakalebara ceremony held during July 2015 the idols that were installed in the temple in 1996 were replaced by specially carved new images made of neem wood. More than 3 million people are reported to have attended this festival.[77]

 

Suna Besha

Main article: Suna Besha

 

Suna Besha or Golden Attire of Lord Jagannatha

Suna Besha, ('Suna besh'in English translates to "gold dressing"[78]) also known as Raja or Rajadhiraja Bhesha [79] or Raja Bhesha, is an event when the triad images of the Jagannath Temple are adorned with gold jewelry. This event is observed five times in a year. It is commonly observed on Magha Purnima (January), Bahuda Ekadashi also known as Asadha Ekadashi (July), Dashahara (Bijayadashami) (October), Karthik Purnima (November), and Pousa Purnima (December).[80][81] One such Suna Bhesha event is observed on Bahuda Ekadashi during the Ratha Yatra on the chariots placed at the Simhadwar. The other four Beshas are observed inside the temple on the Ratna Singhasana (gem studded altar). On this occasion gold plates are decorated over the hands and feet of Jagannatha and Balabhadra; Jagannatha is also adorned with a Chakra (disc) made of gold on the right hand while a silver conch adorns the left hand. Balabhadra is decorated with a plough made of gold on the left hand while a golden mace adorns his right hand.[80]

 

Niladri Bije

Niladri Bije, celebrated in the Hindu calendar month Asadha (June–July) on Trayodashi (13th day),[82] marks the end of the Ratha Yatra. The large wooden images of the triad of gods are taken out from the chariots and then carried to the sanctum sanctorum, swaying rhythmically; a ritual which is known as pahandi.

 

Sahi yatra

 

A scene from a play being enacted during the Sahi Yatra

The Sahi Yatra, considered the world's biggest open-air theatre,[83] is an annual event lasting 11 days; a traditional cultural theatre festival or folk drama which begins on Ram Navami and ends on Rama avishke (Sanskrit meaning : anointing). The festival includes plays depicting various scenes from the Ramayana. The residents of various localities, or Sahis, are entrusted the task of performing the drama at the street corners.[84]

 

Samudra Arati

 

Samudra arati of worship of the sea by disciples of the Matha at Puri

The Samudra arati is a daily tradition started by the present Shankaracharya 9 years ago.[85] The daily practise includes prayer and fire offering to the sea at Swargadwar in Puri by disciples of the Govardhan Matha. On Paush Purnima of every year the Shankaracharya himself comes out to offer prayers to the sea.

 

Transport

Earlier, when roads did not exist, people used to walk or travel by animal-drawn vehicles or carriages along beaten tracks to reach Puri. Travel was by riverine craft along the Ganges up to Calcutta, and then on foot or by carriages. It was only during the Maratha rule that the Jagannath Sadak (Road) was built around 1790. The East India Company laid the rail track from Calcutta to Puri, which became operational in 1898.[86] Puri is now well-connected by rail, road and air services. A broad gauge railway line of the South Eastern Railways which connects Puri with Calcutta, and Khurda is an important railway junction on this route. The rail distance is about 499 kilometres (310 mi) from Calcutta[87] and 468 kilometres (291 mi) from Vishakhapatnam. Road network includes NH 203 that links the city with Bhubaneswar, the state capital, situated about 60 kilometres (37 mi) away. NH 203 B connects the city with Satapada via Brahmagiri. Marine drive, which is part of NH 203 A, connects Puri with Konark. The nearest airport is the Biju Patnaik International Airport at Bhubaneswar.[60] Puri railway station is among the top hundred booking stations of the Indian Railways.[88]

 

Arts and crafts

 

Sand art

Sand art of a baby elephant

Sand art is a special art form that is created on the beaches of Puri. The art form is attributed to Balaram Das, a poet who lived in the 14th century. Sculptures of various gods and famous people are now created in sand by amateur artists. These are temporary in nature as they get washed away by waves. This art form has gained international fame in recent years. One of the famed sand artists of Odisha is Sudarshan Patnaik. He established the Golden Sand Art Institute in 1995, in the open air on the shores of Bay of Bengal, to provide training to students interested in this art form.[89][84]

 

Appliqué art

An applique art work

Appliqué art, which is a stitching-based craft unlike embroidery, was pioneered by Hatta Maharana of Pipili. It is widely used in Puri, both for decoration of the deities and for sale. Maharana's family members are employed as darjis or tailors or sebaks by the Maharaja of Puri. They prepare articles for decorating the deities in the temple for various festivals and religious ceremonies. The appliqué works are brightly coloured and patterned fabric in the form of canopies, umbrellas, drapery, carry bags, flags, coverings of dummy horses and cows, and other household textiles; these are marketed in Puri. The cloth used is made in dark colours of red, black, yellow, green, blue and turquoise blue.[90]

 

Patta Chaitra

Patta Chittra is the one of the oldest forms of art which has its roots to thousands of years ago. It has stayed vibrant amidst changes in cultures and still remains one of the unique art forms of India especially Odisa which originated in Puri.

 

Culture

 

Odissi dancer

Cultural activities, including the annual religious festivals, in Puri are: The Puri Beach Festival held from 5 to 9 November every year, and the Shreekshetra Utsav held from 20 December to 2 January every year. The cultural programmes include unique sand art, display of local and traditional handicrafts and food festival.[91] In addition, cultural programmes are held for two hours on every second Saturday of the month at the district Collector's Conference Hall near Sea Beach Police Station. Odissi dance, Odissi music and folk dances are part of this event.[91] Odissi dance is the cultural heritage of Puri. This dance form originated in Puri from the dances performed by Devadasis (Maharis) attached to the Jagannath Temple who performed dances in the Nata mandapa of the temple to please the deities. Though the devadasi practice has been discontinued, the dance form has become modern and classical and is widely popular; many of the Odissi virtuoso artists and gurus (teachers) are from Puri.[92] Some of the notable Odissi dancers are Kelucharan Mohapatra, Mayadhar Raut, Sonal Mansingh, and Sanjukta Panigrahi.[citation needed]

 

Goti Pua nacha (a dance form) is a famous one which has its origins from hundreds of years before much before Odissi.

 

Many Odia dishes have their roots from Puri, Malpua, Pakhala (fermented water rice), Dalma are few dishes which originated from Puri.

 

Education

 

Samanta Chandra Sekhara College, Puri

Schools

D.A.V Public School

Bholanath Vidyapith

Biswambhar Bidyapitha

Blessed Sacrament High School Puri

Kendriya Vidyalaya

Puri Zilla School

Colleges and universities

Ghanashyama Hemalata Institute of Technology and Management

Shri Jagannath Sanskrit University

Sri Jagannath Medical College and Hospital

Notable people

Chakhi Khuntia – Freedom fighter [93]

Bidhu Bhusan Das - Academic and Vice Chancellor, DPI Odisha

Gopabandhu Das – Social worker

Nilakantha Das – Social activist

Pankaj Charan Das – Odissi dancer

Prabhat Nalini Das - pro Vice Chancellor, academician, feminist, Dean IIT Kanpur

Gajapati Maharaja Dibyasingha Deb - Odia King

Charles Garrett – Cricketer

Kelucharan Mohapatra – Odissi dancer

Raghunath Mohapatra – Architect and sculptor

Baisali Mohanty - ALC Global Fellow at University of Oxford, United Kingdom

Rituraj Mohanty – Singer

Sudarshan Pattnaik – Sand Artist

Jayee Rajguru - Freedom fighter

Madhusudan Rao – Odia Poet

Sudarshan Sahoo - Sculptor

Pinaki Misra - Politician

Biswanath Das- Scholar, Philosopher (Emar Mutha, Puri)

Sd. Kfz 7Half Track 7ton Medium Towing Vehicle (1938-44) Engine Maybach S6 HL62 TUK (pre 1943) Maybach S6 HL64 (post 1943)

Wermacht Registration Number WH 141772

Production 12,187

 

Development of the Sd.Kfz. 7 can be traced back to a 1934 Wehrmacht requirement for an eight-tonne (7.87 tons) half-track. After various trials the production ready vehicle appeared in 1938, and was intended to be used mainly as the tractor for the 8.8 cm FlaK gun and the 15 cm sFH 18 150 mm howitzer. The vehicle was made by Krauss-Maffei in Munich, the Saurerwerke in Vienna and the Borgward works at Bremen.

 

The vehicle could carry gun crews of up to 12 men, with storage room under the seats. The rear of the vehicle housed an enclosed compartment for storage of ammunition, it had a payload of 1800kg, with most fitted with a winch that could pull up to 3450 kg. The Sd.Kfz. 7 saw extensive use in the North African Campaign where their tracks allowed them to drive through the desert sands far more effectively than trucks., and were seen in other European theatres of war.

 

The Sd.Kfz. 7 also became the basis of a number of self-propelled anti-aircraft variants

 

Diolch yn fawr am 69,163,662 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

  

Thank you 69,163,662 amazing views, enjoy and stay safe

 

Shot 19.10.2018 at Donington Park - the final week of the Donington Collection Ref 137-216

  

This was my first time trying to do Steel Wool Photography. On my first day trying it, I ran out of steel wool right after I got the hang of it; therefore, I decided to give it another try on the next day and successfully took some great photos in the end.

 

I chose to a narrow space in order for the sparks to bounce of the walls and created such effect. On the camera setting, after researching lots of sources online, I tried different settings and ended up setting the shutter speed to 25s in order to capture as much sparks as possible. The white balance was set to Daylight to keep the natural color of the fire, and the aperture was f/16.0 since we don't really want any depth of field for this photo, and interestingly, it matches with the "Sunny 16 Rule" that we discussed in class. For ISO, I set it to 100 as I don't want any part of the photo to get overexposed so that it would be a lot harder to fix the color later in Lightroom. The photo satisfies requirement as the main object I chose was the sparks, which are blurry due to the long shutter speed (that created "lines" of sparks instead of dots).

 

For image processing, I increased "Blacks" to the maximum to bring out details on my jacket, as well as to make the photos more lively. I also did some focus on myself as the part of me in the photo was totally dull before the post-processing phase.

This picture meets requirement 4. The real color of the scene should not be this reddish. I change the white balance to make it look warm(maybe too warm).

The DC-1 was developed by the Douglas Aircraft Company in 1932 in response to TWA's (then Transcontinental & Western Air) requirement for a new all-metal airliner. Since United Airlines had an exclusive deal with Boeing for the initial production run of its revolutionary 247, TWA was forced to seek another source for a modern aircraft. Douglas won the contract with what would prove to be an industry-changing series of aircraft.

 

Only one DC-1 was built before the design was improved. The DC-2 was developed when TWA and Douglas decided to increase the fuselage length of the DC-1 by two feet, which added one additional row of seats and increased the passenger capacity to 14. The first DC-2 took to the air on May 11, 1934. Commercial and military versions of the DC-2 quickly became popular and filled the skies around the world. A DC-2 operated by the Dutch airline KLM created a sensation by finishing second overall in the MacRobertson Race from Mildenhall, UK to Melbourne, Australia in October 1934, competing against purpose-built racing aircraft. A total of 198 DC-2s were built, but the safe, comfortable, and reliable aircraft was soon overshadowed by a further improvement: the Douglas DC-3.

 

The Museum's DC-2 was delivered to Pan American Airways (PAA) as NC-14296 in March 1935. It later flew with PAA affiliate Cia Mexicana de Aviacion as XA-BJL. It was sold in 1940 to A/v de Guatemala and reregistered as LG-ACA, then sold again in 1945 to Aviateca as TC-ACA. In 1953, Johnson Flying Service in Montana acquired the aircraft, and it served as a smoke jumper and cargo airplane for many years. It was eventually bought by Evergreen International Aviation, who donated it to the Museum of Flying in Santa Monica, California in 1975. Restored to airworthiness in 1982 by the Douglas Historical Foundation, it was given the TWA markings of the very first DC-2. The Museum of Flight purchased the aircraft in 1998.

In the final months of the United States' involvement in the Atmospheric Trade Agreement (ATA), Hendricks shipyard frantically produced as many Empire class Destroyers before public outcry brought planet based ship building to an end.

With such a large and final deadline hanging above the United States' shipyards, hundreds of shoddily built, and hastily prepared military ships were sent into the depths of space, to meet the requirement that the USA had agreed to at the start of the first galactic civil war.

 

The USS Matlal was the final ship to be produced by the US, followed only by a ragtag bunch of armored spice freighters out of the New Ukrainian Republic before the ship-plants were destroyed by Greenpeace activists.

 

 

SHIPtember for me came to a close this morning, when I stuck the final four pieces onto this behemoth.

Clocking in at roughly 140 studs long, 30 studs wide, and what I'd assume to be about ten pounds of Lego.

 

It was an interesting experience building a triangle framed SHIP, and it came with many advantages and disadvantages.

If you want to test your building skill, and engineering, I highly recommend building a tri-ship. It's really a pretty cool experience.

 

Big thanks to all the participants of SHIPtemeber for making it what it is!

And of course, huge thanks to my good friend Simon for telling me to get my act together and build him a SHIP this year, since I flaked out last year during SHIPtember.

 

Hope you guys enjoy the work of about fifty hours and countless headaches!

Pioneer House:

 

Improved economic conditions and business confidence during the 1920s contributed to one of the CBD’s (central business district) most significant building booms. Built in 1924, Pioneer House is a surviving example of the changes wrought to the CBD as a result of this building boom.

 

Hoey, Fry Limited began commercial life as a Brisbane-based engineering supply company situated in 150 Edward Street in 1913. The firm’s establishment date is reflective of the development of the engineering profession in Brisbane. In 1874, the Queensland Post Office Directory (POD) listed only a handful of “Civil Engineers”. By 1890s, the number of engineers and the categories under which they fell had quadrupled. By 1900, there were six categories of engineers listed in the POD, occupying two pages. The categories included “milling”, “mining”, “refrigerating” and “electrical”. In the 1910 - 1911 POD, “Engineers’ Suppliers” is listed for the first time. This inclusion provides a useful context for the establishment of Hoey, Fry Ltd in 1913. The steady growth of the engineering profession reflected the broader growth and development of Brisbane in this period, especially the expansion of an electricity grid through the CBD and across into South Brisbane, the growth of secondary industry and the appearance and rise in popularity of the motorcar.

 

Hoey, Fry Ltd were clearly successful, for within a decade of its establishment, it was able to purchase the allotment adjacent to Invicta House, which was then under construction. The company planned to erect a multi-storey building in Edward Street at an approximate cost of £15,000. Construction on the building began in 1923 and was completed in 1924. Hoey, Fry Ltd was the exclusive representative of ‘Pioneer’ Belting & Mechanical Leathers, thus providing a likely explanation for the naming of the company’s building as ‘Pioneer House’.

 

The construction of the building contributed to the further development of the CBD’s principal warehouse precinct. The eastern portion of the CBD, roughly bounded by Elizabeth, Edward, Alice, and George Streets, developed as a warehouse and light industry precinct in the late nineteenth century. This section of the city was once known as Frogs Hollow because it was a low-lying, marshy area prone to flooding. In the mid to late nineteenth century the area was largely filled with small residences, boarding houses, and small businesses. From the 1880s, warehouses and small factories that were attracted to the area (as it was close to the wharf facilities located along the Town Reach of the river) progressively replaced many of these earlier buildings. This process reached its apogee in the 1920s.

 

Brisbane’s CBD also experienced a substantial building boom during the 1920s. According to the editor of the Architecture & Building Journal of Queensland, 1923 was the year that “The Building Boom” was manifestly apparent. Pioneer House, construction of which began in 1923, made an early contribution to this building boom.

 

As an important new building, Pioneer House was featured in some detail in an article that appeared in the Architecture & Building Journal of Queensland in July 1924. The article begins by describing the building’s height of five storeys and a basement. The floors and stairs were made with reinforced concrete and attention was drawn to how well lit the premises was. The building had an electric lift, which by “an ingenious device…will be able to serve the basement through the roof over the ground floor area”. Some attention was also paid also to the interior: “Handsome swing doors of silky oak and bevelled glass lead to each floor”. Pioneer House was the visible symbol of the company’s success, with even the Architecture & Building Journal of Queensland commenting that Hoey & Fry were “to be congratulated on their enterprise”.

 

The architectural firm of Atkinson & Conrad designed the building. This firm (1918 - 1937) was one of the more prominent architectural firms operating in Brisbane in this period and was responsible for a number of significant buildings in Brisbane, including the Masonic Temple in Ann Street (1930), Brisbane Boy’s College (1931), and the Courier-Mail Building in Queen Street (1937). Atkinson & Conrad also designed Invicta House, the building adjacent to Pioneer House. Walter Taylor, who is best known for construction of the Walter Taylor Bridge in Indooroopilly, constructed the building. The use of reinforced concrete in the construction of Invicta House was a hallmark of Taylor’s construction method in this period.

 

Hoey, Fry Ltd occupied the ground floor and continued to do so until at least the 1950s. The upper floors of Pioneer House were leased as offices to a variety of businesses over time. In 1986, Hoey, Fry Ltd was taken over by the major Australian company, Pacific Dunlop.

 

As with most retail premises within the CBD, Pioneer House has undergone a number of internal changes over the years to accommodate the requirements of its different commercial tenants. Alterations were carried out on the shop front in 1959 and office space in 1959 and 1979. Still, Pioneer House, along with Invicta House and the neighbouring Hotel Embassy (1928), give a distinctive, modern appearance to the Elizabeth and Edward Street intersection within the CBD.

 

The Brisbane History Group identified Pioneer House as part of Brisbane’s commercial heritage in 2002, when they included it in their publication Walking Tours – Brisbane’s Commercial Heritage 1900 - 1940. Of the nearly 90 buildings erected in the CBD during the important interwar building boom, more than half have since been demolished. Pioneer House is one of the few remaining buildings that is indicative of the changing landscape of the CBD that occurred during this period.

 

Invicta House:

 

Hooper & Harrison Ltd, woollen merchants, based in Sydney, operated from Elizabeth Street premises from 1895. The company was one of a number of woollen merchants operating in the city at this time. Initially, an agent represented the company. In 1919, however, the company opened a Queensland office and was thereafter known as Hooper & Harrison (Queensland) Ltd Woollen Merchants. By 1914, Queensland was the largest supplier of wool in Australia and Brisbane the principal centre for wool sales in the state, providing a reasonable explanation for the establishment of a Queensland office by the company in the CBD.

 

The company progressively purchased a parcel of land on the corner of Elizabeth and Edward Streets between 1919 and 1922, after which work was begun on the construction of a purpose-built warehouse building with office space. The building was completed in 1923 and was given the name of ‘Invicta House’ after the ‘Famous Invicta’ brand of clothing of which Hooper & Harrison was the sole proprietor in Brisbane.

 

The construction of the building contributed to the further development of the CBD’s principal warehouse precinct. The eastern portion of the CBD, roughly bounded by Elizabeth, Edward, Alice and George Streets, developed as a warehouse and light industry precinct in the late nineteenth century. This section of the city was once known as Frogs Hollow because it was a low-lying, marshy area prone to flooding. In the mid- to late-nineteenth century, the area was largely filled with small residences, boarding houses, and small businesses. From the 1880s, warehouses and small factories that were attracted to the area (as it was close to the wharf facilities located along the Town Reach of the river) progressively replaced many of these earlier buildings. This process reached its apogee in the 1920s.

 

Brisbane’s CBD also experienced a substantial building boom during the 1920s. According to the editor of the Architecture & Building Journal of Queensland, 1923 was the year that “The Building Boom” was manifestly apparent. The article stated: “Among the architects’ offices a very fine assortment of work is to be found either actually commenced or on the board” with Invicta House being one of the examples mentioned. The construction of Invicta House was considered integral to the beginning of the CBD building boom.

 

Following the construction of Invicta House, the Architectural & Building Journal of Queensland published an article drawing particular attention to the fact that the building was fireproof, serviced by a lift and particularly well lit, even in the basement. The qualities of the interior were thus described:

 

The reinforced concrete stairs are rendered to the first floor level in Terrazzo with wrot iron palisading and maple handrails. The entrance hall has a panelled dado in Queensland maple wax…The offices and mouldings to doors are similarly treated and give a most pleasing effect.

 

In February 1924, it was reported that Invicta House was a “handsome warehouse, occupying one of our most promising business centres.” The cost of the building was given as approximately £25,000. With its modern appearance, the building made a distinctive contribution to the warehouse precinct in the eastern part of the CBD.

 

The architectural firm of Atkinson & Conrad designed the building. This firm (1918 - 1937) was one of the more prominent architectural firms operating in Brisbane in this period and was responsible for a number of significant buildings in Brisbane, including the Masonic Temple in Ann Street (1930), Brisbane Boy’s College (1931) and the Courier-Mail Building in Queen Street (1937). Atkinson & Conrad also designed Pioneer House, the building adjacent to Invicta House. Walter Taylor, who is best known for construction of the Walter Taylor Bridge in Indooroopilly, constructed the building. The use of reinforced concrete in the construction of Invicta House was a hallmark of Taylor’s construction method in this period.

 

Hooper & Harrison continued to operate from the first floor of Invicta House until at least the 1950s, while the other floors were leased by a variety of different tenants. The most prominent kind of business activity was warehousing, consonant with the building’s original design. By the 1940s, however, an accountant and the real estate agent, Ray White had offices there.

 

Ownership of the building passed to Labor Enterprises Pty Ltd, the commercial arm of the Australian Labor Party (ALP), in 1961, though they occupied the building from 1958. The then Labor-owned radio station, 4KQ, also operated from Invicta House from the late 1950s. Invicta House was, until 1972, the state ALP headquarters. Political conditions for the ALP were mixed during their period of occupancy of Invicta House. On the one hand, the federal and state branches of the Party had fallen into disarray following a split in Labor ranks in the 1950s. This split effectively stymied ALP re-election both federally and in Queensland in this period. At local government level, however, the situation was much different. A Labor administration, headed by Clem Jones, was elected in 1961. The Jones era of municipal government (1961 - 1975) in Brisbane is historically significant. According to one historian: “Clem Jones will be remembered very much for bringing Brisbane into the modern era”. As Lord Mayor of a Labor administration, this legacy reflects the broader significance of the ALP and its state headquarters in Brisbane.

 

Source: Brisbane City Council Heritage Register.

This fulfills the requirements for ambient light. My camera settings were: 2 sec at f16 and my ISO was at 100.

 

This area of the creek was completely in the shade which created a soft lighting on the creek.

 

In Photoshop, I adjusted the curve and contrast in order to give the photo good contrast. I slightly adjusted the saturation just to give the leaves and moss a little more color.

This photo covers requirement 3, background blurred.

 

I shot this photo at the mirror with my hand in front of the camera. To get a background blur, I set the shutter speed to 1/6s. Then, I tried my best to freeze my hands and turn my body so that my left hand stays relatively still with the camera.

 

To prevent my hand from getting out of focus during the movement, I set the aperture to f14.

 

After around 100 attempts, I finally got an image with my hand sharp and the background blurred.

Description (1955) The Bell Aircraft Corporation X-1E airplane being loaded under the mothership, Boeing B-29. The X planes had originally been lowered into a loading pit and the launch aircraft towed over the pit, where the rocket plane was hoisted by belly straps into the bomb bay. By the early 1950's a hydraulic lift had been installed on the ramp at the NACA High-Speed Flight Station to elevate the launch aircraft and then lower it over the rocket plane for mating.

 

There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the "sound barrier." Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments.

 

The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles "Chuck" Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum

stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed.

 

NASA Media Usage Guidelines

 

Credit: NASA

Image Number: E55-02072

Date: 1955

 

Hot Air Ballooning Cappadocia:

 

A must do in Cappadocia is take a balloon ride in order to see the sights from a vantage point like no other. On this 1-hour flight at sunrise you will experience the changing colors and the unique landscapes that scatter the region.

Enjoy a unique hot air balloon flight over the fairy chimneys and rock cut churches. This exhilarating experience in Cappadocia is one of the best places around the world to fly with hot air balloons.

 

www.britannica.com/place/Cappadocia/media/94094/229210

  

CAPPADOCIA WORLD HERITAGE LIST :

 

www.whc.unesco.org/en/list/357

 

In a spectacular landscape, entirely sculpted by erosion, the Göreme valley and its surroundings contain rock-hewn sanctuaries that provide unique evidence of Byzantine art in the post-Iconoclastic period. Dwellings, troglodyte villages and underground towns – the remains of a traditional human habitat dating back to the 4th century – can also be seen there.

Brief synthesis

Located on the central Anatolia plateau within a volcanic landscape sculpted by erosion to form a succession of mountain ridges, valleys and pinnacles known as “fairy chimneys” or hoodoos, Göreme National Park and the Rock Sites of Cappadocia cover the region between the cities of Nevşehir, Ürgüp and Avanos, the sites of Karain, Karlık, Yeşilöz, Soğanlı and the subterranean cities of Kaymaklı and Derinkuyu. The area is bounded on the south and east by ranges of extinct volcanoes with Erciyes Dağ (3916 m) at one end and Hasan Dağ (3253 m) at the other. The density of its rock-hewn cells, churches, troglodyte villages and subterranean cities within the rock formations make it one of the world's most striking and largest cave-dwelling complexes. Though interesting from a geological and ethnological point of view, the incomparable beauty of the decor of the Christian sanctuaries makes Cappadocia one of the leading examples of the post-iconoclastic Byzantine art period.

It is believed that the first signs of monastic activity in Cappadocia date back to the 4th century at which time small anchorite communities, acting on the teachings of Basileios the Great, Bishop of Kayseri, began inhabiting cells hewn in the rock. In later periods, in order to resist Arab invasions, they began banding together into troglodyte villages or subterranean towns such as Kaymakli or Derinkuyu which served as places of refuge.

Cappadocian monasticism was already well established in the iconoclastic period (725-842) as illustrated by the decoration of many sanctuaries which kept a strict minimum of symbols (most often sculpted or tempera painted crosses). However, after 842 many rupestral churches were dug in Cappadocia and richly decorated with brightly coloured figurative painting. Those in the Göreme Valley include Tokalı Kilise and El Nazar Kilise (10th century), St. Barbara Kilise and Saklı Kilise (11th century) and Elmalı Kilise and Karanlık Kilise (end of the 12th – beginning of the 13th century).

Criterion (i): Owing to their quality and density, the rupestral sanctuaries of Cappadocia constitute a unique artistic achievement offering irreplaceable testimony to the post-iconoclastic Byzantine art period.

Criterion (iii): The rupestral dwellings, villages, convents and churches retain the fossilized image of a province of the Byzantine Empire between the 4th century and the arrival of the Seljuk Turks (1071). Thus, they are the essential vestiges of a civilization which has disappeared.

Criterion (v): Cappadocia is an outstanding example of a traditional human settlement which has become vulnerable under the combined effects of natural erosion and, more recently, tourism.

Criterion (vii): In a spectacular landscape dramatically demonstrating erosional forces, the Göreme Valley and its surroundings provide a globally renowned and accessible display of hoodoo landforms and other erosional features, which are of great beauty, and which interact with the cultural elements of the landscape.

Integrity

Göreme National Park and the Rock Sites of Cappadocia, having been extensively used and modified by man for centuries, is a landscape of harmony combining human interaction and settlement with dramatic natural landforms. There has been some earthquake damage to some of the cones and the pillars, but this is seen as a naturally occurring phenomenon. Overuse by tourists and some vandalism have been reported and some incompatible structures have been introduced.

The erosional processes that formed the distinctive conical rock structures will continue to create new fairy chimneys and rock pillars, however due to the rate of this process, the natural values of the property may still be threatened by unsustainable use. The cultural features, including rock-hewn churches and related cultural structures, mainly at risk of being undermined by erosion and other negative natural processes coupled with mass tourism and development pressures, can never be replaced. threats Some of the churches mentioned by early scholars such as C. Texier, H.G. Rott and Guillaume de Jerphanion are no longer extant.

Authenticity

The property meets the conditions of authenticity as its values and their attributes, including its historical setting, form, design, material and workmanship adequately reflect the cultural and natural values recognized in the inscription criteria.

Given the technical difficulties of building in this region, where it is a matter of hewing out structures within the natural rock, creating architecture by the removal of material rather than by putting it together to form the elements of a building, the underlying morphological structure and the difficulties inherent in the handling of the material inhibited the creative impulses of the builders. This conditioning of human effort by natural conditions persisted almost unchanged through successive periods and civilizations, influencing the cultural attitudes and technical skills of each succeeding generation.

Protection and management requirements

The World Heritage property Göreme National Park and the Rock Sites of Cappadocia is subject to legal protection in accordance with both the Protection of Cultural and Natural Resources Act No. 2863 and the National Parks Act No. 2873. The entire territory between the cities of Nevşehir, Ürgüp and Avanos is designated as a National Park under the Act No. 2873. In addition, natural, archaeological, urban, and mixed archaeological and natural conservation areas, two underground towns, five troglodyte villages, and more than 200 individual rock-hewn churches, some of which contain numerous frescoes, have been entered into the register of immovable monuments and sites according to the Act No. 2863.

Legal protection, management and monitoring of the Göreme National Park and the Rock Sites of Cappadocia fall within the scope of national and regional governmental administrations. The Nevşehir and Kayseri Regional Conservation Councils are responsible for keeping the register of monuments and sites, including carrying out all tasks related to the legal protection of monuments and listed buildings and the approval to carry out any restoration-related works. They also evaluate regional and conservation area plans prepared by the responsible national and/or local (i.e. municipal) authorities.

Studies for revision and updating of the existing land use and conservation plan (Göreme National Park Long-term Development Plan) of 1981 were completed in 2003. The major planning decisions proposed were that natural conservation areas are to be protected as they were declared in 1976. Minor adjustments in the peripheral areas of settlements and spatial developments of towns located in the natural conservation sites including Göreme, Ortahisar, Çavuşin, Ürgüp and Mustafapaşa will be strictly controlled. In other words, the Plan proposes to confine the physical growth of these towns to recently established zones. Hotel developments will take into account the set limits for room capacities. Furthermore, the plan also suggested that local authorities should be advised to review land use decisions for areas that have been reserved for tourism developments in the town plans.

Preparation of conservation area plans for the urban and/or mixed urban-archaeological conservation sites within the historic sections of Göreme are in place and provide zoning criteria and the rules and guidelines to be used in the maintenance and restoration of listed buildings and other buildings which are not registered, but which are located within the historic zones. Similar planning studies for the towns of Ortahisar and Uçhisar are in place. Once finalised, a conservation area plan for the urban conservation area in Ürgüp will be in place. All relevant plans are kept up to date on a continuing basis.

Appropriate facilities aimed at improving the understanding of the World Heritage property have been completed for the subterranean towns of Kaymaklı and Derinkuyu, and are required for Göreme and Paşabağı.

Monuments in danger due to erosion, including the El Nazar, Elmalı, and Meryemana (Virgin Mary) churches, have been listed as monuments requiring priority action. Specific measures for their protection, restoration and maintenance are required at the site level.

While conservation plans and protection measures are in place for individual sites, it is recognised by the principal parties responsible for site management that an integrated Regional Plan for the Cappadocia Cultural and Tourism Conservation and Development Area is required to protect the World Heritage values of the property. Adequate financial, political and technical support is also required to secure the management of the propert

 

whc.unesco.org/en/list/357

 

www.nationalgeographic.com/travel/world-heritage/cappadocia/

 

www.en.wikipedia.org/wiki/Cappadocia

   

I figured that with my out dated design and the poor quality of my previous post, it was about time for a new Huey post.

 

In 1952 the United States Army put out a requirement for a new helicopter that could perform a variety of roles, mainly medivac. On October 20, 1956 Bell presented its prototype to the Army. The “Hueys”, as they were nicknamed by the servicemen, were immediately pressed into service in the form of the UH-1A. The Huey came to fame during the Vietnam War, first being deployed there in 1962. By the end of the conflict, ~7,000 Hueys were deployed. They performed a variety of tasks. Troop transport, medivac, gunships, cargo transports, reconnaissance, etc. A total of 16,000 Hueys have been built since 1960. The airframe is still in service in the civilian sector and still in service with the U.S. Military in the form of the UH-1Y Venom “Yankee”. The Hueys also share their power plant with their cousins, the Bell AH-1 attack helicopters. There were 5,435 UH-1Hs built. The H and D models were more numerous than the short-body As and Bs.

 

Basic Specifications:

 

Crew: 1-4

Capacity: 14 troops or 6 stretchers or 3,880 lbs (1,760 kg) of cargo

Length: 57ft 1in

Width: 8ft 7in

Height: 14ft 5in

Main Rotor Diameter: 48ft

Empty Weight: 5,215 lbs (2,365 kg)

Power Plant: Lycoming T53-L-13 Turboshaft engine (1,400 shp)

Max Speed: 135 mph (220 km/h)

Range: 315 miles (510 km)

 

The model is a little over 1/35 scale. Both rotors spin, all doors can open, there are mounting places for two @brickarms M60s on either side, and the top of the fuselage can be removed for easy access to the cabin and cockpit. It is important to note that the nose and the genius design for the sliding doors are based off of Dan Siskand’s Brickmania model. I also incorporated the @brickdesigners tail. And the stickers came from the @brickmaniatoys Huey Sticker Pack. The soldiers were made using the Brickmania Hue Marines Sticker Pack.

This set of photos meets requirement 4. I took it at a small fountain at Uvillage beside the playground. I saw some kids playing at the fountain which is very interesting. They put leaf at the middle and it will move with the water flow. I use a high ISO since the light is somewhat dark. You can see the position of the leaf change in this set of photo.

+++ 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 Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.

 

In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.

 

The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).

 

For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.

 

The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.

 

In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.

 

Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.

 

Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.

 

Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.

  

Specifications:

Crew: 4 (commander, driver, gunner, radio operator/second driver)

Weight: 22.6 t

Length: 7.74 m (25 ft 4 ¼ in)

Width: 2.98 m ( 9 ft 9 in)

Height: XXX

Ground clearance: 440 mm (1 ft 4 in)

Suspension: hydraulic all-wheel drive and steering

 

Armor:

Unknown, but sufficient to withstand 14.5 mm AP rounds

 

Performance:

Speed: 90 km/h (56 mph) on roads

Operational range: 720 km (445 mi)

Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel

 

Engine:

1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,

delivering 300 hp with petrol, 390 hp with diesel

 

Armament:

1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)

1× co-axial 7.92 mm M3 machine gun with 2.000 rounds

Two groups of four Wegmann 76 mm smoke mortars

  

The kit and its assembly:

I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.

 

This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.

 

Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).

 

An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!

Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.

Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.

  

Painting and markings:

The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).

 

Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.

  

Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.

 

The Shot

I have seen pictures of Star Trails before but this was my first attempt. I started with a lot of Internet research. The most important requirement is a clear night in an area as free from light pollution as possible.

 

The clear skies worked out well. Over the last week we have had an exceptional heat wave in the UK with temperatures reaching 29.9C (86F) an October record on Saturday 1 October. All week the skies were clear day and night. Usually here on the coast south of London we get many jets high overhead flying from London 70 miles to the north. These form contrails which spread out and gradually great a haze. I noticed on Friday these just disappeared soon after forming. The moon was also a crescent moon setting soon after the sun.

 

Friday night was chosen. The next problem was light pollution. I found a really neat light pollution simulator website for the UK at www.need-less.org.uk/ . Here you can click a location on a map and it will give a simulation of the night sky from that point with probable light pollution. Here on the Sussex coast there is a string of towns so a lot of light. However a short way inland there are the South Downs. This is an area of rolling chalk hills with small villages. Originally an area of outstanding natural beauty it gained further protection this year by becoming the UKs latest National Park. I choose an area called Madehurst, a few houses in the middle of the Downs about 10 miles from home. Here there is a little road which runs north before turning into a track.

 

There are 2 methods, either one long exposure of 20 minutes plus or a lot of shorter exposures later blended together. The problem with the first is if something goes wrong such as a tractor passing or a walker with a flashlight you can lose the whole thing so I went for the second. It would normally be very time consuming to blend all the pictures together but there is now free software available to do it for you at www.startrails.de/html/software.html

 

With the method of stacking together shorter exposures noise is not such an issue so I turned off the Cameras noise reduction settings. If these are turned on it doubles the exposure length as a second image is taken automatically of the same length for the noise reduction process. Noise was corrected later with software. Also a higher ISO is required to get the stars to register in 30 seconds so I used ISO 800 and f4.5

 

I arrived early to get set up with a little light. It is then necessary to wait for Astronomical Night which on that night was an hour and 45 minutes after Sunset. I used weatherunderground for the location which has an Almanac section which includes that. This is the time when all light from the sun has left the sky and the maximum number of stars is available.

 

The circular pattern is formed by pointing the camera towards Polaris the Pole Star near the Plough. As the Earth turns stars more above the pole do not appear to move as much as those more above lower latitudes. I should have brought a compass to set up correctly in the light as when the plough was visible I had to move position using a torch.

 

The light on the horizon is either light from a bigger town due north such as Guildford or probably more general Sky Glow from London 60 miles to the north.

 

I tried out the light painting method for the first time by shining a torch on the trees in a few of the exposures. I probably should have done that more or possibly as a separate sequence to be blended in later.

 

I took some test exposures to check the stars showed up. I hit a snag soon after starting the sequence when I noticed the pictures were fogged due to condensation. This was forming on the skylight filter I always keep over the lens. I left out the fogged images from the sequence and used a lens cleaning cloth to wipe the filter every 3 exposures.

 

The image was taken over 20 minutes with 40 images of 30 seconds exposures each stacked with the startrails software

 

- Sony A700.

- ISO 800, f4.5, 30 seconds, 10mm.

- Sigma 10-20 lens.

- Tripod.

- Wireless Shutter Release

  

Tips

- Arrive early, bring a compass or iPhone, to help find the north star.

- Setup gear while it’s still light, get your composition and wait.

- Shoot test shots, check light, make sure you can see the first stars.

- Wait for that perfect moment, then start the exposure.

- Bring a torch, so you can find you way and make adjustments after dark.

 

Photoshop

 

As a first step Noiseware Pro was used 3 times to clear up noise

 

General adjustments in levels and curves to increase lightness and bring up more star trails. A mask was used to part exclude the foreground and trees from the adjustment.

 

The spot healing brush with the content aware setting in CS5 was used to clear up a trail from a plane.

 

Unsharp Mask a little sharpening.

 

Resources

 

For Licensing and more pictures see Edwin Jones Photography

 

During Friday Jan 19th 2018 Stephensons of Easingwold announced they were to cease trading with effect from Monday Jan 22. NYCC have issued emergency tenders for their contracted services and school runs, with Yorkshire Coastliner gaining ex-Stephensons routes 29, 31 and 31X. One of the regulars appearing on the new 4-bus requirement, Volvo B10BLE Wight Renown YC51 LXZ is at York Exhibition Square with the final 29 of the day to Linton on Ouse - this bus had been in storage pending possible sale, but has been reactivated due to this sudden increase in vehicle requirement at the York depot.

+++ 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 Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

 

The Lockheed XFV originated as a result of a proposal issued by the U.S. Navy in 1948 for an aircraft capable of vertical takeoff and landing (VTOL) aboard platforms mounted on the afterdecks of conventional ships. Both Convair and Lockheed competed for the contract, but in 1950 the requirement was revised with a call for a research aircraft capable of eventually evolving into a VTOL ship-based convoy escort fighter. On 19 April 1951, two prototypes were ordered from Lockheed under the designation XFO-1 (company designation was Model 081-40-01). Soon after the contract was awarded, the project designation changed to XFV-1 when the Navy's code for Lockheed was changed from O to V.

 

The XFV was powered by a 5,332 hp (3,976 kW) Allison YT40-A-6 turboprop engine, composed of two Allison T38 power sections driving three-bladed contra-rotating propellers via a common gearbox. The aircraft had no landing gear, just small castoring wheels at the tips of the tail surfaces which were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. The wings were diamond-shaped and relatively thin, with straight and sharp leading edges – somewhat foretelling the design of Lockheed’s Mach-2-capable F-104 Starfighter.

 

To begin flight testing, a temporary non-retractable undercarriage with long braced V-legs was attached to the fuselage, and fixed tail wheels attached to the lower pair of fins. In this form, the aircraft was trucked to Edwards AFB in November 1953 for ground testing and taxiing trials. During one of these tests, at a time when the aft section of the large spinner had not yet been fitted, Lockheed chief test pilot Herman "Fish" Salmon managed to taxi the aircraft past the liftoff speed, and the aircraft made a brief hop on 22 December 1953. The official first flight took place on 16 June 1954.

Full VTOL testing at Edwards AFB was delayed pending the availability of the 7,100 shp Allison T54, which was earmarked to replace the T40 and power eventual serial production aircraft. But the T54 faced severe development delays, esp. its gearbox. Another problem that arose with the new engine was that the propeller blade tips would reach supersonic speed and therefore compressibility problems.

After the brief unintentional hop, the prototype aircraft made a total of 32 flights. The XFV-1 was able to make a few transitions in flight from the conventional to the vertical flight mode and back, and had briefly held in hover at altitude, but the T40 output was simply not enough to ensure proper and secure VTOL operations. Performance remained limited by the confines of the flight test regime. Another issue that arose through the advancements of jet engine designs was the realization that the XFV's top speed would be eclipsed by contemporary fighters. Additionally, the purely manual handling of the aircraft esp. during landing was very demanding - the XFV could only be controlled by highly experienced pilots.

 

Both Navy and the Marines Corps were still interested in the concept, though, so that, in early 1955, the decision was made to build a limited pre-production series of the aircraft, the FV-2, for operational field tests and evaluation. The FV-2 was the proposed production version (Model 181-43-02), primarily conceived and optimized as a night/all-weather interceptor for point defense, and officially baptized “Solstice”. The FV-2 was powered by the T54-A-16 turboprop, which had eventually overcome its teething troubles and offered a combined power output equivalent of 7,500 shp (5,600 kW) from the propellers and the twin-engines’ residual thrust. Outwardly the different engine was recognizable through two separate circular exhausts which were introduced instead of the XFV’s single shallow ventral opening. The gearbox had been beefed up, too, with additional oil coolers in small ventral fairings behind the contraprops and the propeller blades were aerodynamically improved to better cope with the higher power output and rotation speed. Additionally, an automatic pitch control system was introduced to alleviate the pilot from the delicate control burdens during hover and flight mode transition.

 

Compared with the XFV, the FV-2 incorporated 150 lb (68 kg) of cockpit armor, along with a 1.5 in (38 mm) bullet-proof windscreen. A Sperry Corporation AN/APS-19 type radar was added in the fixed forward part of the nose spinner under an opaque perspex radome. The AN/APS-19 was primarily a target detection radar with only a limited tracking capability, and it had been introduced with the McDonnell F2H-2N. The radar had a theoretical maximum detection range of 60 km, but in real life air targets could only be detected at much shorter distances. At long ranges the radar was mainly used for navigation and to detect land masses or large ships.

Like the older AN/APS-6, the AN/APS-19 operated in a "Spiral Scan" search pattern. In a spiral scan the radar dish spins rapidly, scanning the area in front of the aircraft following a spiral path. As a result, however targets were not updated on every pass as the radar was pointing at a different angle on each pass. This also made the radar prone to ground clutter effects, which created "pulses" on the radar display. The AN/APS-19 was able to lock onto and track targets within a narrow cone, out to a maximum range of about 1 mile (1.5 km), but to do so the radar had to cease scanning.

 

The FV-2’s standard armament consisted of four Mk. 11 20 mm cannon fitted in pairs in the two detachable wingtip pods, with 250 rounds each, which fired outside of the wide propeller disc. Alternatively, forty-eight 2¾ in (70 mm) folding-fin rockets could be fitted in similar pods, which could be fired in salvoes against both air and ground targets. Instead of offensive armament, 200 US gal. (165 imp. gal./750 l) auxiliary tanks for ferry flights could be mounted onto the wing tips.

 

Until June 1956 a total of eleven FV-2s were built and delivered. With US Navy Air Development Squadron 8 (also known as VX-8) at NAS Atlantic City, a dedicated evaluation and maintenance unit for the FV-2 and the operations of VTOL aircraft in general was formed. VX-2 operated closely with its sister unit VX-3 (located at the same base) and operated the FV-2s alongside contemporary types like the Grumman F9F-8 Cougar, which at that time went through carrier-qualification aboard the USS Midway. The Cougars were soon joined by the new, supersonic F-8U-1 Crusaders, which arrived in December 1956. The advent of this supersonic navy jet type rendered the FV-2’s archaic technology and its performance more and more questionable, even though the VTOL concept’s potential and the institutions’ interest in it kept the test unit alive.

 

The FV-2s were in the following years put through a series of thorough field tests and frequently deployed to land bases all across the USA and abroad. Additionally, operational tests were also conducted on board of various ship types, ranging from carriers with wide flight decks to modified merchant ships with improvised landing platforms. The FV-2s also took part in US Navy and USMC maneuvers, and when not deployed elsewhere the training with new pilots at NAS Atlantic City continued.

 

During these tests, the demanding handling characteristics of the tailsitter concept in general and the FV-2 in specific were frequently confirmed. Once in flight, however, the FV-2 handled well and was a serious and agile dogfighter – but jet aircraft could easily avoid and outrun it.

Other operational problems soon became apparent, too: while the idea of a VTOL aircraft that was independent from runways or flight bases was highly attractive, the FV-2’s tailsitter concept required a complex and bulky maintenance infrastructure, with many ladders, working platforms and cranes. On the ground, the FV-2 could not move on its own and had to be pushed or towed. However, due to the aircraft’s high center of gravity it had to be handled with great care – two FV-2s were seriously damaged after they toppled over, one at NAS Atlantic City on the ground (it could be repaired and brought back into service), the other aboard a ship at heavy sea, where the aircraft totally got out of control on deck and fell into the sea as a total loss.

To make matters even worse, fundamental operational tasks like refueling, re-arming the aircraft between sorties or even just boarding it were a complicated and slow task, so that the aircraft’s theoretical conceptual benefits were countered by its cumbersome handling.

 

FV-2 operations furthermore revealed, despite the considerably increased power output of the T54 twin engine that more than compensated for the aircraft’s raised weight, only a marginal improvement of the aircraft’s performance; the FV-2 had simply reached the limits of propeller-driven aircraft. Just the rate of climb was markedly improved, and the extra power made the FV-2’s handling safer than the XFV’s, even though this advancement was only relative because the aircraft’s hazardous handling during transition and landing as well as other conceptual problems prevailed and could not be overcome. The FV-2’s range was also very limited, esp. when it did not carry the fuel tanks on the wing tips, so that the aircraft’s potential service spectrum remained very limited.

 

Six of the eleven FV-2s that were produced were lost in various accidents within only three years, five pilots were killed. The T54 engine remained unreliable, and the propeller control system which used 25 vacuum tubes was far from reliable, too. Due to the many problems, the FV-2s were grounded in 1959, and when VX-8 was disestablished on 1 March 1960, the whole project was cancelled and all remaining aircraft except for one airframe were scrapped. As of today, Bu.No. 53-3537 resides disassembled in storage at the National Museum of the United States Navy in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States, where it waits for restoration and eventual public presentation.

 

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

  

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

 

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

 

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

 

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

  

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

 

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

 

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

 

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

  

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

 

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

 

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

  

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

The Cadillac V-16 (sometimes known as the Cadillac Sixteen) was Cadillac's top-of-the-line car from its January 1930 launch until production ceased in 1940 as the war in Europe killed sales. All were finished to custom order, and the car was built in very small numbers; only 4076 cars were constructed in the eleven years the model was offered. The majority of these were built in the single year of 1930, before the Great Depression really took hold. This was the first V16 powered car to reach production status in the United States.

 

Genesis:

 

In 1926, Cadillac began the development of a new, "multi-cylinder" car. A customer requirement was seen for a car powered by an engine simultaneously more powerful and smoother than any hitherto available. Development proceeded in great secrecy over the next few years; a number of prototype cars were built and tested as the new engine was developed, while at the same time Cadillac chief Larry Fisher and GM's stylist Harley Earl toured Europe in search of inspiration from Europe's finest coachbuilders. Unlike many builders of luxury cars, who sold bare chassis to be clothed by outside coachbuilding firms, General Motors had purchased the coachbuilders Fleetwood Metal Body and Fisher Body to keep all the business in-house. Bare Cadillac chassis could be purchased if a buyer insisted, but the intention was that few would need to do so. One Cadillac dealer in England, namely Lendrum & Hartman, ordered at least two such chassis in even rarer right hand drive (RHD) configuration and had Van den Plas (Belgium) build first an elegant limousine-landaulet (engine #702297), then a sports sedan with unusual cycle fenders and retractable step plates in lieu of running boards (engine #702298, which was successfully shown in various Concours d'Elegance events in Europe before being bought by the young Nawab of Bahawalpur); both these cars have survived. A third RHD chassis was ordered by the Indian Maharaja of Orccha (Bhopal) and sent to Farina in Italy, in July 1931, for a boat tail body (engine between #703136 and #703152).

 

It was not until after the stock market crash of 1929 that Cadillac announced to the world the availability of the costliest Cadillac yet, the new V-16. The new vehicle was first displayed at New York's automobile show on January 4, 1930.

 

Statistics:

 

1930–1937:

 

Generation 1 (Series 452 and 90)

 

Overview:

Model years 1930–1937

Body and chassis

Platform Series 90: D-body

Related Cadillac Series 370/85

Cadillac Series 355

Cadillac Series 75

Powertrain

Engine 452 cu in (7.4 L) Cadillac V16

Dimensions

Wheelbase 1930–31: 148.0 in (3,759 mm)

1932–33: 143.0 in (3,632 mm) and 149.0 in (3,785 mm)

1934–37: 154.0 in (3,912 mm)

Length 1930–31: 222.5 in (5,652 mm)

1932–33: 216.0 in (5,486 mm) and 222.0 in (5,639 mm)

1934–35: 240.0 in (6,096 mm)

1936–37: 238.0 in (6,045 mm)

Width 1931: 73.6 in (1,869 mm)

1932–35: 77.0 in (1,956 mm)

1936–37: 74.4 in (1,890 mm)

Height 1931: 72.5 in (1,842 mm)

1932–33: 71.5 in (1,816 mm)

1934–37: 69.5 in (1,765 mm)

Curb weight 5,300–6,600 lb (2,400–3,000 kg)

 

The new car attracted rave reviews from the press and huge public attention. Cadillac started production of the new car immediately. January production averaged a couple of cars per day, but was then ramped up to twenty-two cars per day. By April, 1,000 units had been built, and by June, 2,000 cars. These could be ordered with a wide variety of bodywork. The Fleetwood catalog for the 1930 V-16 included 10 basic body styles; there was also an envelope containing some 30 additional designer's drawings. Research by the Cadillac-La Salle Club, Inc. puts at 70 the number of different job/style numbers built by Fisher and Fleetwood on the sixteen chassis.

 

Beginning in June 1930, five new V-16s participated in a promotional tour of major European cities including Paris, Antwerp, Brussels, Amsterdam, Utrecht, Copenhagen, Stockholm, Berlin, Cologne, Dresden, Frankfurt, Hamburg, Munich, Nuremberg, Vienna (where they won prizes), Berne, Geneva, Lausanne, Zürich, Madrid, San Sebastian, La Baule and Angers. On the return journey from Spain, the V16 caravan stopped also in the town of Cadillac, in south-western France, although that city bears no relationship to the marque, other than its name.

 

After the peak in V-16 orders in mid-1930, production fell precipitously. During October 1930, only 54 cars were built. The lowest figures for the 452/452A cars of 1930–31 were August 1931 (seven units) and November 1931 (six units). Minimum production continued throughout the rest of the decade with a mere 50 units being built both in 1935 and in 1937. 1940 was only marginally better with a total of 51 units. Not surprisingly, Cadillac later estimated that they lost money on every single V-16 they sold.

 

Production of the original V-16 continued under various model names through 1937. The body was redesigned in 1933 as the model 452C. Innovations included Fisher no draft individually controlled ventilation (I.C.V. or vent windows).

 

For 1934, the body was redesigned again and denoted as 452D, and as 452E in 1935. The V-16 now featured the Fisher Turret Top all-steel roof, though the cars were still built by Fleetwood. This same basic design would remain virtually unchanged through 1937. With a wheelbase of 154.0 inches (3,912 mm) and a curb weight of up to 6,600 pounds (3,000 kg) these are perhaps the largest standard production cars ever produced in the United States. Combined production for the 1934 and 1935 model years was 150. It was redesignated the Series 90 in 1936 as Cadillac reorganized their model names. Fifty-two units were sold that year, with nearly half ordered as limousines. Hydraulic brakes were added for 1937, the last year of production. Fifty vehicles were produced.

 

[Text taken from Wikipedia]

 

1930 452A V16 Rollston Convertible-Coupe

 

Even today a vehicle is regularly judged by the number of pistons propelling it, but this was even more so in the formative years. A major restriction in those years was the strength of the crankshaft in long multi-cylinder engines. The V-engine with two banks of cylinders was a major step forward and by the mid 1920s several companies had a V12 in their line-up. Towards the end of the decade three American companies (Cadillac, Marmon and Peerless) were busy developing an even more glamorous V16 engine, but it proved more difficult than first imagined and one of them never even materialized.

 

Cadillac's engineers were the first to get the V16 engine ready and in January 1930 the wraps were taken off the Cadillac 452 V16. With the help of a former Marmon designer, the sixteen cylinder engine was constructed using two blocks of the new Buick eight cylinder engine. The two blocks were mounted on a common crankcase at a 45 degree angle. A single camshaft mounted inside the V operated the valves by pushrods. As the type indication suggests, the engine displaced 452 cubic inches or just over 7.4 litres and produced 175 bhp and had torque in abundance.

 

The huge engine was installed in a simple ladder frame, almost identical to the one used in the V8 engined Model 51. Suspension was equally conventional and by live axles and semi-elliptic leaf springs on both ends. Stopping power for the heavy machine was provided by servo assisted drum brakes on all four wheels. Unlike many of the competitors in the high-end market, Cadillac predominantly offered complete cars rather than rolling chassis to be bodied by custom coachbuilders. Many of the 'standard' bodies were constructed by Fleetwood and Fischer, which had just become part of General Motors.

 

Despite being the most expensive Cadillac ever, the V16 proved a hit in the first months of 1930. Over 2000 cars were ordered in the first seven months of that year, but then sales dropped dramatically and it would take another ten years to double that number. This was most likely caused by the looming depression and the introduction of a V12-engined Cadillac in the second half of 1930. Marmon's more advanced answer was ready in 1931, but it proved to be too late. Cadillac continued to develop the V16 with a completely new engine introduced in 1938 as the biggest change.

 

In its various forms the Cadillac V16 remained in production until 1941, but apart from the first seven months it was a failure; a very glorious one. Today it's considered as one of the finest American cars of its era and a welcome guest at concours d'elegance all over the world. All of them were constructed to custom order and it is estimated that over 70 different body variants were constructed by Fleetwood and Fischer alone. The V16's prominent position in Cadillac's history was underlined by the aptly named 'Sixteen Concept' built to celebrate the company's 100th anniversary in 2003.

 

Fleetwood Limousine (Chassis 700280)

 

This vehicle was originally produced at Detroit's Fort Street plant as a Seven-Passenger Sedan with Style 4375-S bodywork. It was retrofitted by the dealer to Style 4375, Seven-Passenger Imperial Sedan specifications with the addition of a sliding glass division window and a pair of forward-facing, foldable auxiliary seats.

 

The original owner of the car was Templeton Crocker, a well-known adventurer, yachtsman and heir to a West Coast banking and railroad fortune. It was sold a year later to Lillian Remillard, the heir to her father's San Francisco brick company fortune. She was married to Italian inventor Count Alessandro Dandini for only a brief period of time. Though her marriage was brief, she retained the title 'Countess Lillian Remillard Dandini,' until her death in 1973.

 

The car would pass through several owners, yet it was fondly known as the 'Countess Dandini' car. It was found in a barn in San Jose, California during the 1960s. It was covered in the June 1965 edition of The Self Starter, the magazine of the Cadillac & LaSalle Club, and is believed to have passed through two more owners prior to acquisition by the current owner in 2007.

  

[Text taken from 'Conceptcarz.com']

 

www.conceptcarz.com/vehicle/chassisNum.aspx?carid=11275&a...

 

This Lego miniland-scale 1930 Cadillac 452A V16 Fleetwood Limousine has been created for Flickr LUGNuts' 88th Build Challenge, - "Let's go Break Some records", - for vehicles that set the bar (high or low) for any number of vehicles statistics or records. Or as the very first.

 

The 1930 Cadillac 452 V16 Chassis was home to many custom bodies by renown design houses, along with standard bodies from Fleetwood (laterly part of General Motors). Key though, was the 452 CID V16 engine - the first production V16 in the world, beating luxury rival Marmon by over a year.

When I took this photo, the output was naturally magical. To enhance how I felt about this photo, I went to lightroom changing the green trees to a fairy purple. The colors added to this photo helped deliver a majestic, mysterious, fairy fountain. The purple gave a fairy, youthful mood while the crystal blue water enhanced the scenery. I purposefully set the shutter to 1/800 to grab clear crystals water pebbles from the water fountain. The shutter and aperture of f/4.6 helped grab the natural sunlight that is shining on the fountain.

Requirement 4: Wrong white balance

When I saw this blackbird in reeds, I thought that it’s a good opportunity to experiment with wrong white balance. I used aperture priority mode with using the lens maximum possible aperture of f/5.6 and ISO 360, to capture enough light and blur the background so it doesn’t distract from the bird. I wanted colors on the photo be warmer than in reality, so I set white balance to “Flash.” That day was a very cloudy one, and I didn’t used flash itself, so the wrong white balance allowed me to create warm-tinted photo.

  

+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.

The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.

 

Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.

The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.

 

The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).

The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.

Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.

 

The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.

 

This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.

Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.

 

However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.

The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.

 

While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.

The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.

Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.

 

Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.

 

To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.

Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.

Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.

The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.

 

In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.

 

The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.

  

General characteristics:

Crew: 2

Length: 42 ft 2½ in (12,88 m) incl. pitot

Wingspan: 45 ft 10½ in(14 m) incl. tip sails

Height: 15 ft 2 in (4.62 m)

Wing area: 290.95 sq ft (27.03 m²)

Airfoil: NACA 64A315

Empty weight: 9,090 lb (4,127 kg)

Gross weight: 13,068 lb (5,931 kg)

Max. takeoff weight: 17,318 lb (7,862 kg)

 

Powerplant:

2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,

driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,

fully feathering, reversible contra-rotating propellers with metal hub and composite blades

 

Performance:

Maximum speed: 390 mph (340 kn, 625 km/h)

Combat range: 198 nmi (228 mi, 367 km)

Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel

Maximum loiter time: 5.5 h with auxiliary fuel

Service ceiling: 32.750 ft (10,000 m)

13,500 ft (4.210 m) on one engine

Rate of climb: 17.400 ft/min (48 m/s) at sea level

Take-off run: 480 ft (150 m)

740 ft (227 m) to 50 ft (15 m)

1,870 ft (570 m) to 50 ft (15 m) at MTOW

Landing run: 490 ft (150 m)

785 ft (240 m) at MTOW

1,015 ft (310 m) from 50 ft (15 m)

 

Armament:

1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity

7x hardpoints for a total load of 5.000 lb (2,270 kg)

2x wingtip launch rails for AIM-9 Sidewinder AAMs

  

The kit and its assembly:

This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?

 

The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...

The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.

 

For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!

All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.

Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.

 

After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.

To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.

 

The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.

  

Painting and markings:

Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.

The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).

 

The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.

Decals were also used to create the trim on the propeller blades and markings on the ordnance.

 

Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.

  

A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.

Honey bees collect pollen and nectar as food for the entire colony, and as they do, they pollinate plants. Nectar stored within their stomachs is passed from one worker to the next until the water within it diminishes. At this point, the nectar becomes honey, which workers store in the cells of the honeycomb.

Although the main diet of honey bees is comprised of honey and pollen, they collect other liquids and juices from plant and fruit exudates as well. If they encounter insects that secrete honeydew, honey bees collect these liquids and store them as honey. However, when there is no pollen, nectar or honeydew available, honey bees may also collect and store plant spores and dusty animal feed as they would nectar or pollen.

Honey bees have a wide range of nutritional requirements, including vitamins, minerals, lipids, proteins and carbohydrates. Honey bees need these nutrients for taking care of their young, the development of young workers and the overall survival of a the colony.

+++ 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 Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

 

The Lockheed XFV originated as a result of a proposal issued by the U.S. Navy in 1948 for an aircraft capable of vertical takeoff and landing (VTOL) aboard platforms mounted on the afterdecks of conventional ships. Both Convair and Lockheed competed for the contract, but in 1950 the requirement was revised with a call for a research aircraft capable of eventually evolving into a VTOL ship-based convoy escort fighter. On 19 April 1951, two prototypes were ordered from Lockheed under the designation XFO-1 (company designation was Model 081-40-01). Soon after the contract was awarded, the project designation changed to XFV-1 when the Navy's code for Lockheed was changed from O to V.

 

The XFV was powered by a 5,332 hp (3,976 kW) Allison YT40-A-6 turboprop engine, composed of two Allison T38 power sections driving three-bladed contra-rotating propellers via a common gearbox. The aircraft had no landing gear, just small castoring wheels at the tips of the tail surfaces which were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. The wings were diamond-shaped and relatively thin, with straight and sharp leading edges – somewhat foretelling the design of Lockheed’s Mach-2-capable F-104 Starfighter.

 

To begin flight testing, a temporary non-retractable undercarriage with long braced V-legs was attached to the fuselage, and fixed tail wheels attached to the lower pair of fins. In this form, the aircraft was trucked to Edwards AFB in November 1953 for ground testing and taxiing trials. During one of these tests, at a time when the aft section of the large spinner had not yet been fitted, Lockheed chief test pilot Herman "Fish" Salmon managed to taxi the aircraft past the liftoff speed, and the aircraft made a brief hop on 22 December 1953. The official first flight took place on 16 June 1954.

Full VTOL testing at Edwards AFB was delayed pending the availability of the 7,100 shp Allison T54, which was earmarked to replace the T40 and power eventual serial production aircraft. But the T54 faced severe development delays, esp. its gearbox. Another problem that arose with the new engine was that the propeller blade tips would reach supersonic speed and therefore compressibility problems.

After the brief unintentional hop, the prototype aircraft made a total of 32 flights. The XFV-1 was able to make a few transitions in flight from the conventional to the vertical flight mode and back, and had briefly held in hover at altitude, but the T40 output was simply not enough to ensure proper and secure VTOL operations. Performance remained limited by the confines of the flight test regime. Another issue that arose through the advancements of jet engine designs was the realization that the XFV's top speed would be eclipsed by contemporary fighters. Additionally, the purely manual handling of the aircraft esp. during landing was very demanding - the XFV could only be controlled by highly experienced pilots.

 

Both Navy and the Marines Corps were still interested in the concept, though, so that, in early 1955, the decision was made to build a limited pre-production series of the aircraft, the FV-2, for operational field tests and evaluation. The FV-2 was the proposed production version (Model 181-43-02), primarily conceived and optimized as a night/all-weather interceptor for point defense, and officially baptized “Solstice”. The FV-2 was powered by the T54-A-16 turboprop, which had eventually overcome its teething troubles and offered a combined power output equivalent of 7,500 shp (5,600 kW) from the propellers and the twin-engines’ residual thrust. Outwardly the different engine was recognizable through two separate circular exhausts which were introduced instead of the XFV’s single shallow ventral opening. The gearbox had been beefed up, too, with additional oil coolers in small ventral fairings behind the contraprops and the propeller blades were aerodynamically improved to better cope with the higher power output and rotation speed. Additionally, an automatic pitch control system was introduced to alleviate the pilot from the delicate control burdens during hover and flight mode transition.

 

Compared with the XFV, the FV-2 incorporated 150 lb (68 kg) of cockpit armor, along with a 1.5 in (38 mm) bullet-proof windscreen. A Sperry Corporation AN/APS-19 type radar was added in the fixed forward part of the nose spinner under an opaque perspex radome. The AN/APS-19 was primarily a target detection radar with only a limited tracking capability, and it had been introduced with the McDonnell F2H-2N. The radar had a theoretical maximum detection range of 60 km, but in real life air targets could only be detected at much shorter distances. At long ranges the radar was mainly used for navigation and to detect land masses or large ships.

Like the older AN/APS-6, the AN/APS-19 operated in a "Spiral Scan" search pattern. In a spiral scan the radar dish spins rapidly, scanning the area in front of the aircraft following a spiral path. As a result, however targets were not updated on every pass as the radar was pointing at a different angle on each pass. This also made the radar prone to ground clutter effects, which created "pulses" on the radar display. The AN/APS-19 was able to lock onto and track targets within a narrow cone, out to a maximum range of about 1 mile (1.5 km), but to do so the radar had to cease scanning.

 

The FV-2’s standard armament consisted of four Mk. 11 20 mm cannon fitted in pairs in the two detachable wingtip pods, with 250 rounds each, which fired outside of the wide propeller disc. Alternatively, forty-eight 2¾ in (70 mm) folding-fin rockets could be fitted in similar pods, which could be fired in salvoes against both air and ground targets. Instead of offensive armament, 200 US gal. (165 imp. gal./750 l) auxiliary tanks for ferry flights could be mounted onto the wing tips.

 

Until June 1956 a total of eleven FV-2s were built and delivered. With US Navy Air Development Squadron 8 (also known as VX-8) at NAS Atlantic City, a dedicated evaluation and maintenance unit for the FV-2 and the operations of VTOL aircraft in general was formed. VX-2 operated closely with its sister unit VX-3 (located at the same base) and operated the FV-2s alongside contemporary types like the Grumman F9F-8 Cougar, which at that time went through carrier-qualification aboard the USS Midway. The Cougars were soon joined by the new, supersonic F-8U-1 Crusaders, which arrived in December 1956. The advent of this supersonic navy jet type rendered the FV-2’s archaic technology and its performance more and more questionable, even though the VTOL concept’s potential and the institutions’ interest in it kept the test unit alive.

 

The FV-2s were in the following years put through a series of thorough field tests and frequently deployed to land bases all across the USA and abroad. Additionally, operational tests were also conducted on board of various ship types, ranging from carriers with wide flight decks to modified merchant ships with improvised landing platforms. The FV-2s also took part in US Navy and USMC maneuvers, and when not deployed elsewhere the training with new pilots at NAS Atlantic City continued.

 

During these tests, the demanding handling characteristics of the tailsitter concept in general and the FV-2 in specific were frequently confirmed. Once in flight, however, the FV-2 handled well and was a serious and agile dogfighter – but jet aircraft could easily avoid and outrun it.

Other operational problems soon became apparent, too: while the idea of a VTOL aircraft that was independent from runways or flight bases was highly attractive, the FV-2’s tailsitter concept required a complex and bulky maintenance infrastructure, with many ladders, working platforms and cranes. On the ground, the FV-2 could not move on its own and had to be pushed or towed. However, due to the aircraft’s high center of gravity it had to be handled with great care – two FV-2s were seriously damaged after they toppled over, one at NAS Atlantic City on the ground (it could be repaired and brought back into service), the other aboard a ship at heavy sea, where the aircraft totally got out of control on deck and fell into the sea as a total loss.

To make matters even worse, fundamental operational tasks like refueling, re-arming the aircraft between sorties or even just boarding it were a complicated and slow task, so that the aircraft’s theoretical conceptual benefits were countered by its cumbersome handling.

 

FV-2 operations furthermore revealed, despite the considerably increased power output of the T54 twin engine that more than compensated for the aircraft’s raised weight, only a marginal improvement of the aircraft’s performance; the FV-2 had simply reached the limits of propeller-driven aircraft. Just the rate of climb was markedly improved, and the extra power made the FV-2’s handling safer than the XFV’s, even though this advancement was only relative because the aircraft’s hazardous handling during transition and landing as well as other conceptual problems prevailed and could not be overcome. The FV-2’s range was also very limited, esp. when it did not carry the fuel tanks on the wing tips, so that the aircraft’s potential service spectrum remained very limited.

 

Six of the eleven FV-2s that were produced were lost in various accidents within only three years, five pilots were killed. The T54 engine remained unreliable, and the propeller control system which used 25 vacuum tubes was far from reliable, too. Due to the many problems, the FV-2s were grounded in 1959, and when VX-8 was disestablished on 1 March 1960, the whole project was cancelled and all remaining aircraft except for one airframe were scrapped. As of today, Bu.No. 53-3537 resides disassembled in storage at the National Museum of the United States Navy in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States, where it waits for restoration and eventual public presentation.

 

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

  

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

 

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

 

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

 

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

  

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

 

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

 

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

 

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

  

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

 

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

 

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

  

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

This photo of a small creeping caterpillar was captured at Medical Herb Garden of UW. I took it in today afternoon. I was looking for inserts for a long time, and suddenly I found it. This caterpillar didn't hid in other plants, and I think it was interesting. It is satisfied with requirement 1 and 3. I used aperture mode with a small aperture.