View allAll Photos Tagged separation
i love how this turned out:)
lol this was the first time ive worn something other than my "photography dresses" ha it was sooooooooo hot...
while i was shooting though i had a great new idea for this concept.. unfortunately im sick and have spent most of today in bed, so i wasn't really in the mood to jump on it.. il just add it to my other pages of random photog ideas:)
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
Photos taken at our ESOC mission control centre around the time of AOS(acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
Moving my activities to tumblr: jacobdavis.tumblr.com. Feel free to get in touch over there, as I'm hardly on flickr anymore.
Do you know how hard it is to get a picture of a flock of geese taking off without any overlap between the birds? I do.
Nikon D7200 -- Nikon 200-500mm 5.6E ED VR
500mm
F5.6@1/800th
-0.3EV
ISO 100
(RDO_9978)
©Don Brown 2018
The PSVs at Syncrude's Aurora mine site is the first step in which the bitumen is separated from the oil sand and water. The sand is stored for reclamation and road building purposes and the bitumen is hydro-transported 35 kilometers piped to Syncrude's Mildred Lake upgrading facilities for further processing.
Photographer: Bob Nyen
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
Well, maybe. If you were close to a berg when it separated ... or toppled. But, if you had a Sigma 150-500mm lens it would make it pretty much anxiety free, of course. :-)
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
Ceremony of Separation
Autumn/Winter 2015 - 2016
Dress of black cotton-rayon chiffon and nylon tulle faced with black lace and padded with white synthetic wadding.
The Metropolitan Museum of Art’s Costume Institute spring 2017 exhibition, Rei Kawakubo/Comme des Garçons: Art of the In-Between, on view from May 4 through September 4, examines Kawakubo’s fascination with interstitiality, or the space between boundaries. In Kawakubo’s work, this in-between space is revealed as an aesthetic sensibility, establishing an unsettling zone of oscillating visual ambiguity that challenges conventional notions of beauty, good taste, and fashionability. A thematic exhibition, rather than a traditional retrospective, this is The Costume Institute’s first monographic show on a living designer since the Yves Saint Laurent exhibition in 1983.
--- Metropolitan Museum of Art
Called 'The Meeting Place' by Paul Day, this 30-foot sculpture stand beneath the clock in St Pancras station, London.
He explains: "I went away for 24 hours to think about the project and I came back with three ideas. One was the embracing couple under a clock at a railway station; something that can be universally recognised as a symbol of travel is the couple being reunited. The clock becomes a moon at night. There is a sense of reunification. That had the romantic element...
"It's like a giant signpost to direct the gaze up to the clock. It also has a sense of optimism and universal appeal. The figures themselves, I wanted them to be outside of race and outside of time...
"The couple itself will be the icon of the sculpture but around the base, on the frieze, I look at all kinds of different meetings and one of the things that made me think about that was the film 'Love Actually.' At the airport scene, when you get all the characters together and suddenly the doors open and out come the people that have been away and you get all sorts of meetings and people being reunited. I think that is an interesting slice of life and in a way the relief around the base has to be a rich tapestry about people getting together again after being apart. All separation involves a suspended moment when one wonders is this forever?"
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
cover art for the Fuzzy Panda Recording Company benefit compilation for RAICES, an organization helping immigrant children at the US/Mexico border.
fuzzypanda.bandcamp.com/album/end-family-separation
From the Fuzzy Panda website:
This compilation benefits the Refugee and Immigrant Center for Education and Legal Services (RAICES). RAICES's Legal Representation, Advocacy, and Education Project provides universal representation for released unaccompanied children in Texas. Last year, there were over 13,000 children who were not represented in immigration court in Texas.
All proceeds (minus the amount taken by Bandcamp - 15% - and Paypal - ~ 50 cents - per purchase) will go to RAICES's LEAF fund.
This days the separation between church and state in the United States blurs on daily basis. This church's reflection comes from the windows of the county court house. - Somerville, NJ
This minivan owned by the Sheriff's Department of Pearl River County passed us on its way back to Picayune, possibly hauling somebody off to jail. The Pearl River Sheriff likes to make statements about how it feels about certain amendments in the Bill of Rights, expressing the Sheriff's right to free speech while ignoring the bit about the separation of church and state. I guess it works with money, though, so who in Mississippi is going to complain about a sheriff's minivan? Richard Dawkins doesn't live here.
I once had a sheriff's prisoner transport minivan run up on my ass as I was passing a semi-truck on I-65 near Crown Point, Indiana. It's a minivan, though, and through the mirror I couldn't tell it had any relation to law enforcement. All I could see is that the guy was getting ready to pull into my tail pipe, and that tends to make me mad. My response to being tailgated is always to slow way, way down. If I'm in a situation like I was on 65 where I'm passing somebody, I slow down enough to match the speed of the guy I'm passing, blocking him for a while and letting him stew. But sheriff minivans don't like to stew, so the guy flipped on his sheriff lights, informing me of his law enforcement connection. I said a naughty word, then slowed down even more to let the semi pass so I could pull over. It turns out, the sheriff didn't want me to pull over, though. He just wanted me to get out of the way. Which would have happened faster if he hadn't ridden my ass in the first place.
Land and Sea. Separate - but constantly changing. Different parts of the one system.
Balance.
If only humans could achieve this!
Separation of food coloring compounds by thin layer chromatography. A link to the video: www.youtube.com/watch?v=jQznU58iytE
Photos taken at our ESOC mission control centre around the time of AOS (acquisition of signal) from ExoMars/TGO following the separation of the Schiaparelli lander Credit: ESA/P. Shlyaev
The Boeing 377 Stratocruiser was a large long-range airliner developed from the C-97 Stratofreighter military transport, itself a derivative of the B-29 Superfortress. The Stratocruiser's first flight was on July 8, 1947. Its design was advanced for its day; its innovative features included two passenger decks and a pressurized cabin. It could carry up to 100 passengers on the main deck plus 14 in the lower deck lounge; typical seating was for 63 or 84 passengers or 28 berthed and five seated passengers.
The Stratocruiser was larger than the Douglas DC-6 and Lockheed Constellation and cost more to buy and operate. Its reliability was poor, chiefly due to problems with the four 28-cylinder Pratt & Whitney R-4360 Wasp Major radial engines and structural and control problems with their propellers. Only 55 Model 377s were built for airlines, along with the single prototype. The 377 was also converted into the Aero Spacelines Pregnant Guppy by John M. Conroy for NASA’s Gemini space program.
Design and development-
The Boeing 377 Stratocruiser was a civil derivative of the Boeing Model 367, the Boeing C-97 Stratofreighter, which first flew in late 1944. William Allen, who had become president of the Boeing Company in September 1945, sought to introduce a new civilian aircraft to replace reduced military production after World War II. Boeing saw in their large-bodied, fast, and long-ranged military transport potential for a passenger aircraft suited for premium service on long transoceanic routes, expanding on the precedent set by their Boeing 314 Clipper with Pan American World Airways. Despite a recession in late 1945, Allen ordered 50 Stratocruisers, spending capital on the project without an order from an airline customer. His gamble that customers would be interested in Boeing's unique and expensive new airplane turned out to be correct for a brief period.
On November 29, 1945 Pan American World Airways (Pan Am) became the launch customer with the largest commercial aircraft order in history, a $24,500,000 order for 20 Stratocruisers. Earlier in 1945 a Boeing C-97 had flown from Seattle to Washington, D.C. nonstop in six hours and four minutes; with this knowledge, and with Pan Am President Juan Trippe's high regard for Boeing after their success with the Boeing 314 Clipper, Pan Am was confident in ordering the expensive plane.
The 377 shared the distinctive design of the C-97, with a "double-bubble" fuselage cross-section, resembling an inverted figure-8, with 6,600 ft³ (187 m³) of interior space shared between two passenger decks. Outside diameter of the upper lobe was 132 inches, compared to 125 inches for the DC-6 and other Douglas types (and 148 inches for today's 737). The lower deck served as a lounge, seating 14. The 377 had innovations such as higher cabin pressure and air conditioning; the superchargers on the four Pratt & Whitney R-4360 engines increased power at altitude and allowed constant cabin pressure. The wing was the Boeing 117 airfoil, regarded as the "fastest wing of its time". In all, 4,000,000 man-hours went into the engineering of the 377. It was also one of but a few double deck airliners, another being its French contemporary, the Breguet Deux-Ponts, as well as Boeing's own 747 and the Airbus A380. A total of 56 were built, one prototype (later reconditioned) and 55 production aircraft.
First flight of the 377 was on July 8, 1947, two years after the first commercial order. The flight test fleet of three 377s underwent 250,000 mi (217,000 nmi; 402,000 km) of flying to test its limits before certification.
Adoption of the Stratocruiser got a boost from the US government, with a controversial incentive package offered to Northwest Orient Airlines for its purchase. Its components were unusually generous mail contracts offered to Northwest for opening new routes to Hawaii and points in the western Pacific region that they were invited to apply for, and a Reconstruction Finance Corporation loan earmarked for the purchase of a fleet of Stratocruisers. Pan-Am saw Northwest's mail contract deal and appealed for new terms in their own international mail contracts, which were granted much to the consternation of Trans World Airlines, who were able to provide the same Atlantic mail services as Pan-Am with lower operating costs. The Northwest deal led to allegations of graft and political favoritism towards Boeing. The other carriers who adopted the Stratocruiser were British Overseas Airways Corporation, American Overseas Airlines (merged with Pan Am in 1950) and United Airlines. The last 377 was delivered to BOAC in May 1950. On this delivery flight, Boeing engineer Wellwood Beall accompanied the final 377 to England, and returned with news of the de Havilland Comet, the first jet airliner, and its appeal. The tenure of the Stratocruiser with United ended in 1954, when United had the opportunity to sell them to BOAC after finding them unprofitable without the extra mail subsidies enjoyed by Pan Am and Northwest.
Operational history-
As the launch customer, Pan Am was the first to begin scheduled flights, from San Francisco to Honolulu in April 1949. At the end of 1949 Pan Am, BOAC and American Overseas Airlines (AOA) were flying 377s transatlantic, while Northwest Orient Airlines was flying in the United States; in January 1950 United began flights from San Francisco to Honolulu. Stratocruisers were pressed into emergency military service after the onset of the Korean War. In late 1950 Northwest Stratocruisers were serving New York City, Chicago, Detroit, Minneapolis/St. Paul, Milwaukee, Spokane, Seattle, and Honolulu. By late 1952 Northwest Stratocruisers replaced DC-4s to Tokyo via Anchorage, Alaska; Northwest replaced the Stratocruiser on the Honolulu run in 1953 and to Tokyo in 1955. For a short time Pan Am 377s flew to Beirut, Lebanon, but after 1954 no 377 was scheduled east of Europe or west of Singapore. In 1954, United Stratocruisers flew Los Angeles to Honolulu and between Seattle and San Francisco; United's B377 flights to Honolulu were all first class. In 1955 BOAC 377s had 50 First Class seats (fare $400 one way New York to London) or 81 Tourist seats (fare $290). In 1956 Pan Am 377s flew from Los Angeles and San Francisco to Sydney with stops at Honolulu, Canton Island and Suva (via Nadi Airport in Fiji). By 1958 Pan Am was operating the Stratocruiser between Seattle, Washington and Fairbanks, Juneau and Ketchikan, Alaska and between Seattle and Whitehorse, Yukon. Within six years of first delivery, the Stratocruiser had carried 3,199,219 passengers; it had completed 3,597 transcontinental flights, and 27,678 transatlantic crossings, and went between the United States and South America 822 times. In these first six years, the Stratocruiser fleet had flown 169,859,579 miles (273,362,494 km).
The 377 was one of the most advanced and capable of the propeller-driven transports, and among the most luxurious, but it was troubled by reliability issues and maintenance costs. Problems included catastrophic failures of propellers, failures of propeller pitch control leading to overspeed incidents, problems related to the poor thermal design of the engine, and aerodynamic problems arising from design constraints imposed by the engine's thermal problems. Its service record was marred by a high incidence of in-flight emergencies and hull-loss accidents related to those issues. The propellers were the subject of Airworthiness Directives in 1955, 1957, and 1958.
In 1953 "United's Ray Ireland ...described the Stratocruiser as unbeatable in luxury attraction but is uneconomical. Ireland said PAA's Stratocruiser competition to Hawaii induced United to buy the plane originally." In 1950 United's seven 377s averaged $2.46 "direct operating cost" per plane-mile, and "Indirect costs are generally considered to be equal or greater than the direct costs." Most operators were using Stratocruisers on long-range routes where higher prices could be charged, off-setting the higher operating costs. The exception to this was Northwest Airlines, who managed to keep the aircraft competitive on shorter U.S. domestic routes where the aircraft's higher payload capacity benefited from lower fuel weights. United however could not integrate their six-plane fleet of 377s. By 1954 the lack of spares and the inability to cross-train their Douglas crews with the type relegated their Stratocruisers primarily to their Hawaii route, where they faced stiff competition from Pan American and Northwest. By the end of that year the six United 377s were all sold to BOAC in a deal orchestrated by Douglas Aircraft. BOAC, which was short of aircraft after the grounding of the Comet 1, paid between US$895,000 and US$995,000 per unit and spares for what were essentially five-year-old aircraft. An equivalent brand new Douglas DC-7 cost US$775,000 in 1954.
Boeing set never-exceed speed at 351 mph (305 kn; 565 km/h) IAS but in testing, the 377 reached 409 mph (355 kn; 658 km/h) IAS (about 500 mph (430 kn; 800 km/h) TAS) in a 15–20 degree dive at 13,500 ft (4,100 m); another report said it reached 498 mph true air speed while diving from 21000 feet altitude to 12000 feet in 50 seconds using "full rated power". Typical airline cruise was less than 300 mph (260 kn; 480 km/h); in August 1953, Pan Am and United 377s (and United DC-6s) were scheduled between Honolulu and San Francisco (2,398 mi (3,859 km)) in 9 h 45 min each way.
The longest (by distance) 377 nonstop flights were made by Pan Am from Tokyo to Honolulu during four winter seasons beginning in 1952–1953. In January 1953, two nonstops a week were scheduled with a flight time of 11 hr 1 min due to tailwinds; the following August all flights took 19 hours, with a stop at Wake Island Airfield. In winter 1953-54 one Tokyo-Honolulu flight took 9 hr 35 min for 3853 great-circle miles.
By 1960 Stratocruisers were being superseded by jets: the de Havilland Comet, Boeing 707, and Douglas DC-8. The last flight of the 377 with United was in 1954, the last with BOAC was in 1959, and the last with Northwest was in September 1960. In November 1960 only a weekly Pan Am Honolulu to Singapore flight remained, and the 377 was retired by Pan Am in 1961. High operating costs (notably the fuel consumption and maintenance of the Wasp Major engines) led to rapid abandonment of the 377 with the onset of the jet era. Its contemporaries such as the Douglas DC-6 and the Lockheed Constellation continued longer, on secondary routes or rebuilt as freighters. A few 377s were sold to smaller airlines, used as freighters, or converted by Aero Spacelines into heavily modified enlarged freighters called Guppies. During 1959 and 1960, Transocean Airlines assembled a fleet of fourteen at bargain prices. In 1960 TOA went bankrupt and only four were in operable condition. The hulks were stored at Oakland International Airport through the 1960s and cannibalized for parts, contributing some to the Aero Spacelines Guppies. Five remaining 377s were modified by Bedek Aviation to resemble former U.S. Air Force Model 367 Stratofreighters and pressed into service with the Israeli Defense Force. Two were shot down during the course of their service and the three remaining 377Ms were retired in 1978 and later scrapped. None of the 56 377s built were preserved for display; the IAF Museum in Israel has a C-97 (4X-FPM) on display painted to resemble their most famous 377M, 'Masada'.
Accidents and incidents-
This aircraft type suffered 13 hull-loss accidents between 1951 and 1970 with a total of 139 fatalities. The worst single accident occurred on April 29, 1952. The aircraft type also experienced a significantly high rate of in-flight emergencies related to engine and propeller failure, resulting in Airworthiness Directives. Faults included structural failures of neoprene-cored propellers, failures of propeller pitch control resulting in overspeed, and failures related to engine cooling. Six propeller failures between 1950 and 1955 resulted in separation or near-separation of engines from mounts, with two resulting in hull-loss accidents. Directives were issued in 1950, 1955, and 1958 regarding enhanced maintenance and fault detection, in-flight vibration monitoring, and propeller replacement. A Directive concerning the pitch control system was issued after the October 16, 1956 hull-loss accident. A June 1957 overspeed incident occurred on Romance of the Skies, after the compliance date of the Directive and less than six months before its fatal accident of November 8, 1957. No hull-loss accidents after the loss of the Romance have been attributed to an overspeed incident.
en.gongdong.com/products/serum-separation-tubes/
Golden VacTM SST serum separator tube gold-top vacuum blood tubes for serum determinations in chemistry, immunology, and serology tests. The Serum Separation Tube is Serum Blood Collection Tube.
Description of Serum Separation Tubes
01
Coated with ultrasonically spray-dried microscopic silica particles which activate blood clotting.
02
Contain an inert polymer gel that separates the serum from the blood clot during centrifugation, preventing contamination of the serum.
03
Gently mix the blood collection tube by inverting 5-6 times immediately to activate clotting after blood drawing.
04
Allow the tube to stand for 30 minutes or until the clot is formed before centrifuging.
05
Centrifugation: 1800-2200 g for 8-15 minutes at 18-25° C.
Specification of Serum Separation Tubes
Cat. No
Volume/ml
Size/mm
Additive
Separator
Material
Cap Color
Closure
GD040SGC
4.0
13X75
Clot Activator
Gel
PET/GLASS
gold top serum separator tube
Safety Cap+Rubber
GD040SGC2
4.0
13X100
Clot Activator
Gel
PET/GLASS
Safety Cap+Rubber
GD050SGC
5.0
13X100
Clot Activator
Gel
PET/GLASS
Safety Cap+Rubber
GD060SGC
6.0
13X100
Clot Activator
Gel
PET/GLASS
Safety Cap+Rubber
GD080SGC
8.0
16X100
Clot Activator
Gel
PET/GLASS
Safety Cap+Rubber
GD080SGCR
8.0
16X100
Clot Activator
Gel
PET/GLASS
Rubber Stopper
GD085SGC
8.5
16X100
Clot Activator
Gel
PET/GLASS
Safety Cap+Rubber
GD085SGCR
8.5
16X100
Clot Activator
Gel
PET/GLASS
Rubber Stopper
All SST serum separator tubes are supplied in 1000pcs or 1200 pcs/ctn.
Gongdong Medical offers a gold-top SST tube.
Customization is supported.
To know more about Serum Separation Tubes, click "What is a yellow-top serum separation tube".
How do you separate serum from SST tube?
When using a serum separator tube, collect the specimen using standard venipuncture technique. Gently invert the tube five times to mix the clot activator with the blood. Allow the tube to clot for 20-30 minutes in a vertical position. Centrifuge the tube for 10-15 minutes at about 1300-1800 xg. The centrifuge RPMs will differ depending on the centrifuge and rotor used. The gel barrier will develop, keeping the serum and clot apart.
Why are serum separator tubes used?
The Serum Separator tube is used when they want to test the serum of the blood. For tests like (NA, K, CL, CO2, LD, HDL) any type of chemistry. It is also used for tests like neonatal bilirubin or an AFP non maternal. There is special gel that separates blood cells from serum, as well as particles to cause blood to clot quickly. The blood sample may then be centrifuged, allowing the clear serum to be removed for testing.
Derek’s amazing rocket shot to 121,000 ft. at 2181 MPH and returned safely just 16,000 ft. from the launch pad.
The trick to such a close recovery is use a smaller chute and plan for a rough landing (she peaked at 613 MPH on the return to Earth).
In this case, the only complication was a tight coupler that got a bit wedged at an angle. Nothing the Suburban can’t handle… =)
Pasadena is a city in Los Angeles County, California, United States. As of the 2010 United States Census, the population of Pasadena was 137,122, making it the 180th-largest city in the United States, down from 168th place in 2009. Pasadena is the ninth-largest city in Los Angeles County. Pasadena was incorporated on June 19, 1886, becoming the fourth city to be incorporated in Los Angeles County, after Los Angeles (April 4, 1850), Anaheim (February 10, 1870) and Santa Ana (June 1, 1886); the latter two moved to Orange County after its separation from Los Angeles County in 1889. It is one of the primary cultural centers of the San Gabriel Valley.
The city is known for hosting the annual Rose Bowl football game and Tournament of Roses Parade. In addition, Pasadena is also home to many scientific and cultural institutions, including the California Institute of Technology (Caltech), the Jet Propulsion Laboratory, Fuller Theological Seminary, Art Center College of Design, the Pasadena Playhouse, the Norton Simon Museum of Art and the Pacific Asia Museum.
The original inhabitants of Pasadena and surrounding areas were members of the Native American Hahamog-na tribe, a branch of the Tongva Nation. They spoke the Tongva language (part of the Uto-Aztecan languages group) that lived in the Los Angeles Basin for thousands of years. Tongva dwellings lined the Arroyo Seco (Los Angeles County) in present day Pasadena and south to where it joins the Los Angeles River and along other natural waterways in the city.
They traded for ocean fish with the coastal Tongva. They made cooking vessels from steatite soapstone from Catalina Island. The oldest transportation route still in existence in Pasadena is the old Tongva foot trail, also known as the Gabrielino Trail, that goes along the west side of the Rose Bowl and up the Arroyo Seco past the Jet Propulsion Laboratory into the San Gabriel Mountains. That trail has been in continuous use for thousands of years. An arm of the trail is also still in use up what is now called Salvia Canyon. When the Spanish occupied the Los Angeles Basin they built the San Gabriel Mission and renamed the local Tongva people "Gabrielino Indians," after the name of the mission. Today, several bands of Tongva people live in the Los Angeles area.
Pasadena is a part of the original Mexican land grant named Rancho del Rincon de San Pascual, so named because it was deeded on Easter Sunday to Eulalia Perez de Guillén Mariné of Mission San Gabriel Arcángel. The Rancho comprised the lands of today's communities of Pasadena, Altadena and South Pasadena.
The popularity of the region drew people from across the country, and Pasadena eventually became a stop on the Atchison, Topeka and Santa Fe Railway, which led to an explosion in growth. From the real estate boom of the 1880s until the Great Depression, as great tourist hotels were developed in the city, Pasadena became a winter resort for wealthy Easterners, spurring the development of new neighborhoods and business districts, and increased road and transit connections with Los Angeles, culminating with the opening of the Arroyo Seco Parkway, California's first freeway. By 1940, Pasadena had become the eighth largest city in California and was considered by many to be a twin city to Los Angeles.
The American Craftsman era in art and design is exceptionally well represented in Pasadena. In architecture Greene and Greene, the Green Brothers firm, developed the style with many residences still existing. Two examples of their Ultimate bungalow versions are the masterpiece Gamble House (public tours), and the Robert R. Blacker House (private).
The Second World War proved to be a boom to Pasadena as Southern California became a major staging area for the Pacific War. High tech manufacturing and scientific companies made the city their home, a trend which continued in the decades following the war, notably with NASA's Jet Propulsion Laboratory, Tetra Tech and Ameron International.
In the 1950s, Pasadena saw a steady influx of people from the Southern United States, especially African-Americans from Texas and Louisiana. Pasadena also began hosting a large immigrant community, particularly from Guatemala, El Salvador, and Armenia.
en.wikipedia.org/wiki/Pasadena,_California
en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...