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Brian T. Moynihan, Chairman of the Board and Chief Executive Officer, Bank of America Corporation, USA speaking during the session: Responsive and Responsible Leadership in 2017 at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017
Copyright by World Economic Forum / Greg Beadle
An extraordinary scholar and researcher but most important a great friend. Taken during the Control at Large Scales: Energy Markets and Responsive Grids in Minneapolis.
ฝึกอบรม Responsive Web Design with Adobe Dreamweaver CS6 training - page 1
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Temco Model 63 "Buckskin" trainer was designed by Texas Engineering & Manufacturing Company (TEMCO) as a private venture to replace the US Navy's piston-engine, land-based Beech Model B45 'Mentor' primary trainers in the mid 1960ies, but with better performance and more likeliness to modern jet fighters.
The Model 63’s forerunner, the Temco Model 51, had been initially proposed to the US Air Force in response to an Air Force competition for a jet-powered primary trainer, which was eventually won by the Cessna T-37 Tweet. A small number of the Model 51 were built and put into service, powered by a Continental Motors J69-T-9 (a license-built Turbomeca Marboré) jet engine and officially designated TT-1 ‘Pinto, but only saw a limited career.
Like the Pinto, the Model 63 was a mid-wing, tricycle landing gear trainer with an enclosed cockpit. What made the Model 63 unusual was a pull/push tandem engine arrangement, similar to the Cessna 336/337 that was under development at the same time. The Temco Model 63 was driven by two small Turbomeca Bastan IV turboprop engines, each developing 650 shp (485 kW).
The rationale behind this layout were the compact dimensions, actually, the aircraft was not bigger than the single engine TT-1. Studies undertaken during the early design stages had shown that a classic layout with wing-mounted engines would have necessitated a considerably higher wing span and a longer fuselage, too. Another benefit was the improved safety of two engines, esp. during envisioned long navigation flights over the open sea, and the Bastan engines gave the Model 63 the ability to fly safely even with one of the engines shut down.
Compared with the TT-1’s small jet engine, the propellers gave the Model 63 a better responsiveness to pilot input and the turboprop engines offered a very good fuel economy, while enabling almost the same performance as the single jet precursor. Furthermore, the two engines gave instructors the option to simulate different flight regimes, while the tandem arrangement helped avoid torque and asymmetrical thrust issues. Besides, the T2T was equipped with many of the same features found in contemporary operational jets, including ejection seats, liquid oxygen equipment, speed brakes, along with typical flight controls and instrument panels.
Anyway, the unusual layout came at a price: it necessitated a totally different tail section with twin tail booms and a single, high stabilizer connecting them at the tips of the fins. Despite familiar outlines, only parts of the TT's outer wings and the cockpit could be used on the Model 63 - the rest had to be re-designed and/or strengthened, so that the aircraft's overall weight became markedly higher than the TT's. Despite this drawback, officials became interested enough in the turboprop trainer program to procure a pre-series for trials and direct comparison with jet- and piston-engine alternatives.
The aircraft received the official designation T2T. Like the Pinto, the T2T was intended as a primary trainer, so it carried no internal armament but could be outfitted with wing tip tanks and had two underwing hardpoints for 500 lb each, placed outside of the strengthened landing gear. These hardpoints were reserved for auxiliary tanks, cargo boxes, smoke generators or camera pods.
The first XT2T maiden flight took place in summer 1959. Flight characteristics were considered good, and, compared with the earlier TT-1, the machine was not as underpowered (which was a problem during landing abortions and touch-and-go manoeuvers). After initial tests with two more prototypes in summer 1960, a batch of five YT2T-1 pre-production aircraft, which were updated to the intended serial production standard and incorporated some minor modifications, was ordered and directly sent to the Naval Air Test Center (NATC) Patuxent River.
Results were generally positive, so that a further batch of 24 aircraft were produced as T2T-1s between 1962 and 1963. These aircraft served in the Air Training Command at Pensacola, Florida and used in a training program demonstration testing the feasibility of using jet- and turboprop-powered trainer for primary flight training.
The tests were not conclusive, though, and no further T2Ts ordered. The 'Buckskin', how the aircraft was christened unofficially, was pleasant to fly and offered very good performance. But the aircraft was – esp. for its limited role – complex. Maintenance costs were high, and the authorities were never really happy about the French engines on board of the home-grown trainer type.
The US Navy liked the turboprop engine, though, but wanted a less complex aircraft. This eventually materialized in the early Seventies with the T-34C Turbo-Mentor. After a production hiatus of almost 15 years, the Beech Model 45 returned, powered by a Pratt & Whitney Canada PT6A-25 turboprop engine. Mentor production restarted in 1975 for deliveries of T-34Cs to the USN and of the T-34C-1 armed version for export customers in 1977, this version featuring four underwing hardpoints. Since the late 1970s, T-34Cs have been used by the Naval Air Training Command to train numerous Naval Aviators and Naval Flight Officers for the U.S. Navy, U.S. Marine Corps, U.S. Coast Guard, and numerous NATO and Allied nations - and the small T2T fleet was phased out by 1979.
General characteristics:
Crew: two
Length: 32 ft 7 in (9.93 m)
Wingspan (incl. tip tanks): 29 ft 10 in (9.09 m)
Height: 8 ft 1 1/2 in (2.48 m)
Wing area: 150 sq ft (13.9 m2)
Empty weight: 2,848 lb (1,292 kg)
Loaded weight: 5,400 lb (2,448 kg)
Powerplant:
2× Turbomeca Bastan IV turboprop engines, rated at 650 shp (485 kW) each
Performance:
Maximum speed: 345 mph (300 knots, 556 km/h) at 15,000 ft (4,600 m)
Never exceed speed: 518 mph (450 knots, 834 km/h)
Cruise speed: 247 mph (215 knots, 398 km/h) at 25,000 ft (7,600 m)
Stall speed: 69 mph (60 knots, 111 km/hr)
Endurance: 2.5 hr
Service ceiling: 30,000 ft (9,145 m)
Rate of climb: 1,900 ft/min (9.7 m/s)
Armament:
2x underwing hardpoints for a total load of up to 1.000 lb (454 kg)
2x optional wing tip tanks
The kit and its assembly:
The final entry for the 2016 "In the Navy" Group Build at whatifmodelers.com, and a close call since I started work on this conversion only 5 days before the GB's deadline!
The original inspiration was the photoshopped picture of a private TT-1 in all-blue USN markings, created by artist "Stéphane Beaumort" in 2010 (check this illustration originally posted at AviaDesign: aviadesign.online.fr/images/temco-buckskin2.jpg).
A slightly bizarre aircraft with the tandem propellers and the twin tail booms, and IMHO with some fishy details in the CG rendition, e.g. including the idea of driving both propellers with a single engine through shafts and gearboxes. But the concept looked overall feasible and Special Hobby offers a very nice TT-1 Pinto kit, which I was able to procure from Poland an short notice. As a bonus, this kit comes with markings for this specific, blue aircraft (“13/S”), actually a re-constructed, privately owned machine.
The Special Hobby kit became the basis for my personal interpretation of the T2T, and it underwent some conversions, being outfitted with a variety of donation parts:
- The front engine once was a cut-away Merlin from a Hobby Boss Hawker Hurricane
- The tail booms and fins come from a Revell Focke Wulf Flitzer
- The stabilizer was created from two Hobby Boss He 162 tail elements
- Propellers come from a vintage, box scale Revell Convair Tradewind
- In order to attach them, styrene tubes were implanted and the props mounted on metal axis’
- The front wheel also belongs to a Hobby Boss He 162, longer than the OOB parts
- The main wheels are bigger, from a Matchbox Folland Gnat
Work started with the central fuselage, the added front engine and conversions for the rear pusher engine. Once the wings were in place and the propeller diameter clear, attachment points for the tail booms were scratched from styrene tube and added to the wings' upper sides (leaving the lower surface free, so that the OOB landing gear could be used). Then the tail booms and the tailored stabilizer were mounted, as well as the wing tip tanks.
The landing gear came next; the main struts and covers were used, but slightly bigger wheels chosen from the scrap box. For the front wheel well, a "hole" had to be dug out of the massive new nose section (consisting of 2C putty and lead beads) - the OOB covers were used, though, and a longer and more massive front wheel was mounted.
Sounds simple and conclusive, but things evolved gradually and the job involved a lot of body work - under dire time pressure. The fact that the kit fell from my workbench after day #2 and hit the floor in a nasty angle, so that the tails suffered severely and needed repair, did not help either...
Another issue became the canopy. I am not certain where the problem lies, but the canopy turned out to be 2mm too short for the fuselage? Could be the result of the massive rhinoplasty with the added front engine, but I am also a bit worried about the position of the cockpit tubs – when I mounted them, the appeared to be in the correct position, but once the fuselage was closed both seat positions appear to be too far to the back – even though the dashboards seem to be correct?
Painting and markings:
I used the CG drawing as benchmark, also because the Special Hobby kit came with the right decal set for an all-blue USN livery, which historically was about to be changed in the late Fifties to brighter schemes.
The interior surfaces, both cockpit and the landing gear, were painted in a very light gray (FS 36495, Humbrol 147), just as on the real world TT-1. All outside surfaces became Sea Blue FS 35042 (ModelMaster). Very simple, and some panel shading with was done for a more dramatic look on the otherwise uniform airframe.
The silver leading edges on wings and stabilizer, as well as the yellow canopy framing, were created from decal strips. The propeller spinners became, as a small highlight, bright red, and some of the OOB sheet’s red trim for “13/S” were used, too. No more weathering was done, and, finally, everything sealed under a coat of gloss acrylic varnish, except for the propeller blades and the black anti-glare panel, which became matt.
An odd creation, and taking into account the four and a half days time frame from sprues to beauty pics (including background research and text), as well as the body work involved in the building process with the new front engine and the tail booms, I am quite happy with the result. Could have been better, sure, but it was finished in time, just as planned/hoped for. ;)
Anyway, the T2T looks interesting; my build slightly differs from the benchmark CG renditions, but remains true to Stéphane Beaumort’s basic idea. Cheers!
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Bugatti Type 57C Coupé (3257cc S8 DOC Production 40
Registration Number 3738 NV 3 (France)
Chassis Nimber #57335
BUGATTI SET
www.flickr.com/photos/45676495@N05/sets/72157623635625235...
This is a unique car even in the rarified world of Bugatti 57's, most 57's were penned by Jean Bugatti n one of four distinct styles named after Mont Ventoux, the Col du Galibier and the Stelvio Pass, but this custom coupe took the best traits from each and was built employees as a gift to Ettore Bugatti. The car has some of the 57 hallmarks but with a full profiled fastback design that was unique among Type 57s. Furthermore, the car remained predominately with the factory and was continually developed.
The story of this car began in 1935 initially built as a 'Type 57 TT' competition car with an elegant torpedo body and tiny front windshield probably made by Corsica. and was campaigned by Pierre Veyron and Lucien Wurmser at the Paris-Nice Rally in April 1936. Later it was gifted to Pierre Veyron, but was crashed heavily and returned it to the factory.
Work began transforming the competition chassis by the workforce as a gift to le Patron, They used the fastback profile from a Galibier with a two-door setup from the Ventoux without any running boards. The new Coupe was custom built including interior and switchgear features included a cloisonné 'EB' logo from Italy on the rear bumper and a unique Bugatti emblem on the dashboard.
57335 wascompleted in June 1936 in time to present the car to Ettore on his birthday. He retained the car for several years, on one occasion after a collision with a motorcyle, it was repaired at the factory and fitted with a more responsive Durand steering box.
It was later gifted to the factories chief mechanic Pierre Marco who was to be in control of the factory after the second world war.
In 1940 with the occupation of France iminient works racing driver Robert Benoist completed an epic drive in 57335 from Molshiem through Switzerland. To save himself and the car, he drove at night and reached speeds near 100 mph. Following this, the car was retained by by Bugatti executive director, Pierre Marco on its plates 3738 NV3.
During its twenty years with the factory the car was continually upgraded including a three-spoke Type 101 steering wheel, Lockheed hydraulic brakes, Lockheed hydraulic brakes, Type 101 supercharger, Rudge-Whitworth wire wheels and a rubber-mounted engine and a downdraft Weber carburetor.
After the company folded in 1959 the was sold to Lyman Greenlee of Indiana via Belgian dealer Jean De Dobbeleer, it was displayed at the Pebbla Beach Concours in 1985 and again in 2003 by Gary Kohs. Kohs was forced to sell the car following a divorce settlement in 2009, selling at auction the car made 1.375 million Dollars, for inclusion in Pat O'Quinn's Houston Collection. Following the death of O'Quinn and disolution of his collection, the car was again offered at auction by Bonhams at their Les Grandes Marques du Monde au Grand Palais sale. Finishes throughout the car are as they were applied by Bugatti three-quarters of a century ago. In addition to its extensive file of documentation it has a complete set of "EB" stamped tools in a leather folder.
Shot at the Goodwood Festival of Speed 30:06:2012 Ref: 87-087
Scaled Composites ARES - Model 151 - sn 90001 - N151SC
----------------------------
AGILE RESPONSIVE EFFECTIVE SUPPORTS (ARES)
The ARES, Scaled Model 151, was designed initially in response to a U.S. Army request for a Low Cost Battlefield Attack Aircraft (LCBAA). A design study was performed by Rutan Aircraft Factory in 1981 for such an aircraft. Its mission goals were low-altitude, close air support, with long endurance, and with adequate field performance to operate from roads.
Scaled followed up with the concept, and ultimately decided to build a demonstrator aircraft with internal funds. The ARES first flew on February 19, 1990. ARES has flown more than 250 hours, and demonstrated all of its design performance and handling qualities goals, including departure-free handling at full aft stick. During November of 1991, tests of the GAU-12/U gun system installed in ARES were performed, with outstanding results.
Movie buffs may also remember the ARES in its role as the secret ME-263 jet in the screen classic Iron Eagle III.
----------------------------
More info:
www.ares.info/turbofan-killer-bee-rutan-ares-mudfighter-f...
Side Event - Towards a Gender-Responsive Global Compact for Migration held in Conference Room 12 at UN Headquarters on 21 March 2018.
Participants discussed ways in which the Global Compact for Migration should address and reflect the rights, needs and vulnerabilities of all women and girls in migration in countries of origin, transit and destination. The event demonstrated opportunities for gender mainstreaming and for ensuring that there is a standalone principle to reaffirm the importance of gender equality and the empowerment of all women and girls in the Global Compact.
Speakers Include:
H.E. Mr Juan Carlos Mendoza García, Permanent Representative of Costa Rica to the UN
H.E. Ms Louise Blais, Deputy Permanent Representative of Canada to the UN
Ms Phumzile Mlambo-Ngcuka,Executive Director, UN Women
Ms María Landázuri, Member of the Committee on Migrant Workers
Ms Carla Mucavi, Director of FAO Liaison Office in New York
Ms Paola Cyment, Comisión Argentina para Refugiados y Migrant
es (CAREF) and Women in Migration Network (WIMN)
Dr Jenna Hennebry, Co founder and Senior Associate, International Migration Research Centre
Moderator: Mr. Craig Mokhiber, Director, New York Office of the High Commissioner for Human Rights
Photo: UN Women/Ryan Brown
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Scaled Composites ARES - Model 151 - sn 90001 - N151SC
----------------------------
AGILE RESPONSIVE EFFECTIVE SUPPORTS (ARES)
The ARES, Scaled Model 151, was designed initially in response to a U.S. Army request for a Low Cost Battlefield Attack Aircraft (LCBAA). A design study was performed by Rutan Aircraft Factory in 1981 for such an aircraft. Its mission goals were low-altitude, close air support, with long endurance, and with adequate field performance to operate from roads.
Scaled followed up with the concept, and ultimately decided to build a demonstrator aircraft with internal funds. The ARES first flew on February 19, 1990. ARES has flown more than 250 hours, and demonstrated all of its design performance and handling qualities goals, including departure-free handling at full aft stick. During November of 1991, tests of the GAU-12/U gun system installed in ARES were performed, with outstanding results.
Movie buffs may also remember the ARES in its role as the secret ME-263 jet in the screen classic Iron Eagle III.
----------------------------
More info:
www.ares.info/turbofan-killer-bee-rutan-ares-mudfighter-f...
Participants during the Responsive and Responsible Leadership Session at the World Economic Forum, Annual Meeting of the Global Future Councils 2016. Copyright by World Economic Forum / Benedikt von Loebell
Curso de Mobile First & Responsive Design que aconteceu no dia 21/02/2014 no Impact Hub em Curitiba.
PATRICK AIR FORCE BASE, Fla. - The 641st Regional Support Group, an Army Reserve logistics and transportation brigade based in St. Petersburg, Fla., conducted a Best Warrior Competition and Officer Challenge Jan. 24 at Patrick Air Force Base, Fla.
Both competitions took place during the final full day of Operation Responsive Sentinel, a sustainment training and disaster relief field exercise comprising approximately 20 units and 900 Soldiers. Resolve Sentinel's operational and tactical missions at Port Canaveral, Patrick AFB and the Air Force's Malabar Transmitter Annex offered numerous opportunities for the troops to apply their military and civilian skills to plan, organize and execute objectives on land and sea.
The Best Warrior Competition featured six enlisted Soldiers representing several companies and battalions attached to the 641st RSG. The half-dozen men and women faced off in a various warrior-oriented tasks ranging from a written exam and sergeants major interview board to a ruck march and a rifle and pistol qualification round.
The top two competitors will represent the 641st RSG in the 143d Sustainment Command
(Expeditionary)'s Best Warrior Competition planned for March 9-13 at Camp Blanding, Fla.
While specialists and sergeants shot, sang, ran and marched their way to the finish line, scores of junior officers formed at Patrick AFB's Education and Training Center to test their strength, dexterity, memory and morale in the 641st RSG's officer challenge. Teams of five officers competed at six unique
stations spread along a six-mile route. The challenge began with map reading and rank recognition events, continued with casualty evacuation scenario and a ethical dilemma, and concluded with a physical challenge and rifle marksmanship.
Photos by Sgt. John L. Carkeet IV, 143d ESC
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Side Event - Towards a Gender-Responsive Global Compact for Migration held in Conference Room 12 at UN Headquarters on 21 March 2018.
Participants discussed ways in which the Global Compact for Migration should address and reflect the rights, needs and vulnerabilities of all women and girls in migration in countries of origin, transit and destination. The event demonstrated opportunities for gender mainstreaming and for ensuring that there is a standalone principle to reaffirm the importance of gender equality and the empowerment of all women and girls in the Global Compact.
Speakers Include:
H.E. Mr Juan Carlos Mendoza García, Permanent Representative of Costa Rica to the UN
H.E. Ms Louise Blais, Deputy Permanent Representative of Canada to the UN
Ms Phumzile Mlambo-Ngcuka,Executive Director, UN Women
Ms María Landázuri, Member of the Committee on Migrant Workers
Ms Carla Mucavi, Director of FAO Liaison Office in New York
Ms Paola Cyment, Comisión Argentina para Refugiados y Migrant
es (CAREF) and Women in Migration Network (WIMN)
Dr Jenna Hennebry, Co founder and Senior Associate, International Migration Research Centre
Moderator: Mr. Craig Mokhiber, Director, New York Office of the High Commissioner for Human Rights
Photo: UN Women/Ryan Brown
Side Event - Towards a Gender-Responsive Global Compact for Migration held in Conference Room 12 at UN Headquarters on 21 March 2018.
Participants discussed ways in which the Global Compact for Migration should address and reflect the rights, needs and vulnerabilities of all women and girls in migration in countries of origin, transit and destination. The event demonstrated opportunities for gender mainstreaming and for ensuring that there is a standalone principle to reaffirm the importance of gender equality and the empowerment of all women and girls in the Global Compact.
Speakers Include:
H.E. Mr Juan Carlos Mendoza García, Permanent Representative of Costa Rica to the UN
H.E. Ms Louise Blais, Deputy Permanent Representative of Canada to the UN
Ms Phumzile Mlambo-Ngcuka,Executive Director, UN Women
Ms María Landázuri, Member of the Committee on Migrant Workers
Ms Carla Mucavi, Director of FAO Liaison Office in New York
Ms Paola Cyment, Comisión Argentina para Refugiados y Migrant
es (CAREF) and Women in Migration Network (WIMN)
Dr Jenna Hennebry, Co founder and Senior Associate, International Migration Research Centre
Moderator: Mr. Craig Mokhiber, Director, New York Office of the High Commissioner for Human Rights
Photo: UN Women/Ryan Brown
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Solutions for Implementing Gender-Responsive Climate Action during Climate Action Summit 2019 – A Race We Can Win
This event will advocate for the integration of gender perspectives in climate action by showcasing on-the-ground and innovative climate change projects that put women at the centre of efforts. It will promote women's experiences, capabilities, and know-how concerning climate actions in moving to the implementation phase of the Paris Agreement and the SDGs. Phumzile Mlambo-Ngcuka, Executive Director of UN Women, and Teresa Ribero, Minister of Ecological Transition of Spain, will give the opening remarks, followed by a panel and an open round plenary session featuring speakers who will share transformative examples of gender-responsive climate actions. The event will close with remarks from Carlos Manuel Rodríguez, Minister of Environment and Energy of Costa Rica. Hosted by UN Women, UNSG Social and Political Drivers Coalition, Governments of Costa Rica, Spain and Peru
Held at United Nations Headquarters, Conference Room 2, on Sunday 22 September 2019.
Photo: UN Women/Ryan Brown
"What the new S model inherits from the Aventador family is its extraordinary beating heart: the iconic V12 engine. It is the sign of recognition of a thoroughbred power, with its excellent acceleration performance at any engine speed, lightning-fast responsiveness, a breathtaking roar, and now a full 40 HP more to unleash on the asphalt. But Aventador S Coupé will not settle for less and wants everything: the performance features of a super sports car are joined by the extreme agility and handling of the 4 Wheel Steering system for unprecedented driving dynamics, along with the possibility to have the most personal driving experience ever thanks to the brand new EGO customised driving mode..."
Source: Lamborghini
Photographed at Tor Poznań at Gran Turismo Polonia 2022.
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Abulencia – is a free responsive web template for Web Developers, this template is made in Bootstrap Framework and for the Lightbox effects im using FancyBox Tool..
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Solutions for Implementing Gender-Responsive Climate Action during Climate Action Summit 2019 – A Race We Can Win
This event will advocate for the integration of gender perspectives in climate action by showcasing on-the-ground and innovative climate change projects that put women at the centre of efforts. It will promote women's experiences, capabilities, and know-how concerning climate actions in moving to the implementation phase of the Paris Agreement and the SDGs. Phumzile Mlambo-Ngcuka, Executive Director of UN Women, and Teresa Ribero, Minister of Ecological Transition of Spain, will give the opening remarks, followed by a panel and an open round plenary session featuring speakers who will share transformative examples of gender-responsive climate actions. The event will close with remarks from Carlos Manuel Rodríguez, Minister of Environment and Energy of Costa Rica. Hosted by UN Women, UNSG Social and Political Drivers Coalition, Governments of Costa Rica, Spain and Peru
Held at United Nations Headquarters, Conference Room 2, on Sunday 22 September 2019.
Photo: UN Women/Ryan Brown
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