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Your One Stop Solution to all your Tattoo Needs!Get information on all types of tattoo designs and art.Other General tattoo advices and tips also available.
Shrinking Solution is a potion that causes the drinker to decrease in size or age. It is bright green when brewed correctly and is made from minced daisy roots, peeled Shrivelfig, sliced caterpillars, a single rat spleen, and a small amount of leech juice. The potion must be left to simmer before it can be drunk, and, if prepared incorrectly, it can be poisonous.
WOW I'M ALREADY HALFWAY THROUGH!
I came across Zev's photos and was in awe. So, this is inspired by a lot of his photos.
Every great and deep difficulty bears in itself its own solution. It forces us to change our thinking in order to find it. Niels Bohr
I found the tower of Escher somewhere in the Somali dunes.
This work is copyrighted under the creative commons licence, you can use it for anything like blogs and so, as long as you give me credit. I would appreciate it if you can post a link if you used it, but it is not a must.
An automated packaging solution for all your packaging machine's needs and requirements is to complete the production line-up. To know more, visit Accutek Packaging Equipment, for efficient packagings such as filling, capping, labeling, washers, sealer, and many more. For further solution, contact us at +1 (760) 734-4177 or Visit us at www.accutekpackaging.com/
Furniture Interior Design Ideas that includes modern designs of living rooms, bedrooms, kitchens, and dining rooms that will decorate your screen and provide you with interior design ideas to decorate your home.
Two almost obsolete items for most people nowadays; public telephone booths and vinyl records. Cellphones may replace the phoneboxes but neither CDs nor MP3s will ever replace my vinyl.
Giải pháp cầu vượt giảm thiểu được rất nhiều tình trạng ùn tắc giao thông ở tuyến đường này
Tokina 11-16 f/2.8
Long Exposure: 60s
Location: Tay Son - Chua Boc, Ha Noi
📣| 125 Group / Bishop Trains / Hanson & Hall Rail Services Solutions Ltd
🚂| Class 43159 ‘Rio Warrior’ + 43089
📍| Birtley
#class43 #43159 #125group
Actually I should be injecting the chilli oil into an egg rather than an orange..... but the pic would not be as interesting.
Our chickens have turned cannibal and are eating some of their eggs before we have a chance to collect them. Once they have picked up this habit, it is hard to break. We are occasionally injecting chilli oil into an egg & leaving it for them to eat to make eating eggs an unpleasant experience for them. Hasn't worked yet sadly.
FGR - Orange
25 September 2022
National Express Transport Solutions BJ15 UVO
Mercedes-Benz Tourismo 1
ex Clarkes of London
Showbus 2022, Hertfordshire County Showground, Redbourn
Solutions Summit in the SDG Media Zone at the United Nations, Wednesday, Sept. 20, 2017. (Photo/Stuart Ramson for the United Nations Foundation)
+++ 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 Supermarine Jetfire was a stopgap solution in order to introduce a jet-powered interceptor agains German V-1 missiles that threatened the London region from June 1944 on. At that time, the only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but fewer than 30 Tempests were available. They were assigned to No. 150 Wing RAF, and early attempts to intercept and destroy V-1s often failed.
One alternative was the jet-powered Gloster Meteor, which still was development - and in order to get the new engine into service (also as a response to Gloster's engagement for E.1/44 with the single-engine "Ace" fighter) Supermarine responded with the idea to replace the nose-mounted piston engine with a single Whittle W.2 engine: The "Jetfire" was born.
The conversion was rather simple: the Jetfire was actually a Griffon-powered Spitfire XIV with as few changes to the original airframe in order to accept the W.2. The aircraft's forward fuselage was widened to accommodate the bulbous engine with a simple nose intake. The deeper forward part of the fuselage with its round diameter gave the aircraft a pronounced "pod-and-boom" configuration.
Internally, the front wing spar had to be bent into an inverted U-shape to clear the engine and its jet pipe.
The W.2 was mounted slightly angled downwards, and the jet pipe was bifurcated so that it ran along the fuselage flanks above the wings, with an exhaust just behind the wings’ trailing edges. To protect the fuselage, steel heatshield were added to the flanks. Furthermore, the former radiator fairings for the Griffon and the respective plumbing were removed and faired over, saving weight and internal space – and weight was reduced as much as possible to achieve a decent performance with the rather experimental centrifugal jet engine. The conventional Spitfire tailsitter landing gear remained unmodified, just additional covers for the main wheels were added for improved aerodynamics at high speed.
The first prototype was already finished in October 1944, and taxiing trials started immediately. The heatshields proved to be too short and the heat from the engine exhaust melted the duralumin skin of the rear fuselage. Additionally, the tailwheel received a longer strut for a cleaner airflow under the stabilizer on the ground – the original, shorter strut created an air cushion under the stabilizer that lifted the whole tail upwards when the throttle was opened, resulting in poor handling at low taxiing speeds.
Modifications to rectify the problems took until late December, and by this time a second prototype had been completed. After a few taxiing tests, it was transferred to the Royal Aircraft Establishment (RAE) for full-scale wind tunnel testing that lasted until February 1945.
On the 26th of that month, the RAF issued requirements that the aircraft should have a maximum speed of 770 km/h (480 mph) at sea level and a speed of 850 km/h (530 mph) at an altitude of 5,000 meters (16,400 ft). It should be able to climb to that altitude in 4 1/2 minutes or less and it should have a range of 500 kilometers (310 mi) at 90% of maximum speed.
The Jetfire failed to meet these targets, but it was still fast enough to intercept the V-1 and was quickly available. The average speed of V-1s was 550 km/h (340 mph) and their average altitude was 1,000 m (3,300 ft) to 1,200 m (3,900 ft). Fighter aircraft required excellent low altitude performance to intercept them and enough firepower to ensure that they were destroyed in the air rather than crashing to earth and detonating. Most aircraft were too slow to catch a V-1 unless they had a height advantage, allowing them to gain speed by diving on their target.
Originally a total of 200 Jetfire Mk.Is were ordered, and on the drawing board an improved variant with a bubble canopy, a slightly larger tail fin, stabilizers with a 10° dihedral in order to get them better out of the jet efflux’s path and an armament of four 20 mm cannon (the Mk.II) was already taking shape. But this initial and any follow-on orders were quickly cancelled or changed to the more advanced and promising twin-engined Gloster Meteor that finally became operational.
Consequently, the total production run of the Jetfire Mk.I just reached 26 aircraft: 18 were delivered to RAF 616 Squadron, the rest were used by the Tactical Flight at Farnborough that had been established in 1944 in order to prepare active squadrons for the radically new jet fighters. In late March 1945, the Jetfires became operational, upon which both tactical applications and limitations were extensively explored.
Despite many shortcomings (sluggish acceleration, poor climb and agility except for a very good roll rate), the still rather experimental and primitive Jetfire was able to fulfill its intended V-1 interception role, and two V-1 interceptions were achieved during the following weeks. In the front line units they were quickly replaced by more effective types like the Gloster Meteor, the Hawker Tempest or the Republic P-47 Thunderbolt. Anyway, the Jetfire was still helpful to path the RAF’s way for operational jet fighters and helped discover new high speed problems, including compressibility buffeting at higher speeds, causing increased drag, and it showed clearly the limits of traditional fighter aircraft designs.
General characteristics
Crew: 1
Length: 31 ft 8 in (9.66 m)
Wingspan: 36 ft 10 in (11.23 m)
Height: 10 ft 0 in (3.05 m)
Wing area: 242.1 sq ft (22.49 m2)
Airfoil: NACA 2213 (root), NACA 2209.4 (tip)
Empty weight: 8,434 lb (3,826 kg)
Gross weight: 12,211 lb (5,539 kg)
Powerplant:
1× Rolls-Royce B.37 Derwent turbojet, 2,000 lbf (8.9 kN) static thrust
Performance:
Maximum speed: 748 km/h (468 mph)
Range: 395 km (247 miles) with internal fuel only
Service ceiling: 12,750 m (41,820 ft)
Rate of climb: 12 m/s (2362 ft/min)
Thrust/weight: 0.45
Time to altitude: 5.0 min to 30,000 ft (9,145 m)
Armament:
2× 20 mm British Hispano MkV cannons (120 RPG) and
2× 12,7 mm (0.5") machine guns (250 RPG) in the outer wings
Provision for up to six "60lb" 3" rockets under the outer wings,
or two 500 lb (227 kg) bombs, or a pair of drop tanks
The kit and its assembly:
The first entry for the "Old Kit" group build at whatifmodelers.com in late 2016 - anything goes, the kit's mould just has to date back to 1985 and further. For this one I settled on the FROG Spitfire Mk. XIV, which, AFAIK, dates back to 1969, and an engine donor from a KP Yak-23, which is supposed to have hit the markets behind the Iron Curtain in 1981.
Originally, the background story pretty much sums up the idea behind this kitbash: How could the - already fast - Spitfire be further augmented with one of the new jet engines around 1944, when V1 attacks started against the British main land and the Meteor was still in development? A simple engine swap with as much airframe of the piston-engine ancestor would be the answer. Similar ideas had been undertaken in Germany, with re-engined versions of the Bf 109 and the Fw 190, and after WWII, when German jet technology had become available to the Soviet Union, the Yak-15/17/23 family followed a similar pattern.
The Yak-23 came as a natural donation aircraft for the Derwent nose. After careful measures and strategic cuts the Spitfire lost its Griffon engine (already earmarked for another kitbash...) and the Yak-23 its nose and exhaust pipe: the original plan had been to use a central, ventral exhaust pipe under the cockpit, even though this would create issues with the tail wheel (just as on the Yak-15 - it received in service an all-metal tail wheel! Imagine the sparks on the runway...).
Anyway, while dry-fitting the parts it turned out that pretty little of the Yak-23 exhaust section could be mounted with clean lines: I'd either have had to create a semi-recessed exhaust with lots of body work (and pretty implausible), or switch to a totally different solution.
That came with a bifurcated exhaust pipe, running along the wing roots and ending at the wings' trailing edge. While this sounds weird, too, the Hawker SeaHawk actually had such an arrangement - on a service aircraft!
As a side effect, the fairings for the jet pipes now offered a good basis for the necessary intersection between the round and bulky Derwent nose fairing and the narrow, oval Spitfire fuselage.
The new jet pipes were created with styrene tubes and lots of putty, and the result does not look bad at all. Actually, with the deleted radiators and the Griffon carburetor intake gone, the aircraft has a very sleek profile, even though the top view reveals the innate "pod and boom" layout of the nose-mounted centrifugal jet engine.
The latter received a new intake interior with some fine mesh and a central bullet fairing (the Yak-23's vertical splitter would not make any sense, since there'd be no nose wheel anymore). The landing gear was taken more or less OOB, I just added some struts and extra wheel covers. The tail wheel comes from an Airfix Hawker Hurricane and changed into a fully retractable arrangement. The cockpit was taken OOB, too, just a tank dummy was added behind the pilot's seat and the canopy sliced into three pieces for an optional open display.
The "E wing" armament was taken over from the Spitfire Mk. XIV, I just added the elegant drop/slipper tanks from the Yak-23 kit. This breaks up the clean lines of the "Jetfire", but I think that the thirsty Derwent might have needed some extra fuel for a decent approach range and some loiter time while intercepting incoming V-1s?
The V-1 from the FROG kit was built for the flight scenes, too. It’s a very simple model consisting only of four parts with rather mediocre fir, esp. the pulse engine halves, but a fairly good representation. Maybe the propeller for the fuse timer is missing, but that can be scratched easily.
Only personal additions are a grate in the air intake, and a hidden adapter for a display, for the pics. Maybe this flying bomb ends up later as ordnance under a German bomber build?
Painting and markings:
Very conservative, late war RAF Dark Green/Ocean Grey/Medium Sea Grey with typical ID markings and codes. 616 Squadron was chosen because it was one of the units that introduced the Meteor for V-1 interception.
Paints are basically enamels from the ModelMaster Authentic range. The Sky fuselage band was improvised with a decal from a vintage Matchbox Brewster Buffalo (matching the the Sky code letters from Xtradecal pretty well), while the codes and serial numbers themselves were created from single letter digits (the "/G" addition to the serial number signaled that the aircraft was to be guarded at any time while on the ground).
The cockpit interior was painted in very dark grey while the landing gear became aluminum. As a highlight, the air intake edge was painted with silver, more for a dramatic effect than for realism.
The yellow wing leading edge markings were created with generic decal sheet material. The only special markings on the aircraft are the white stripes on tail and wings, which I also used to underlay the serial code.
Only little panel-shading and weathering was done, some panel lines were manually created with a fine pencil since a lot of surface details on the fuselage were lost during the extensive PSR process around the wing/jet pipes area.
Finally, the kit was sealed with matt acrylic varnish.
The V-1 has painted with no special paradigm in mind, with RLM81 upper surfaces and RLM 76 undersides, with a very wavy waterline and some grey patches on the wings. The engine was painted with aluminum first and then a thin coat of red primer added.
The resulting aircraft of this kitbash looks better than expected, even though the change of the exhaust arrangement came unexpected – even though I think the Jetfire became more appealing through the side pipes, despite the overall tadpole proportions.
As a side note, the story is not over yet, because there’s an engine-less Yak-23 left over, and I wonder what it might look like with a piston engine grafted to the empty nose?
Seasonal business spikes, new market opportunities and vehicle breakdowns can all create the need for rental trucks on a short-term basis. PacLease provides fleets flexible truck rental solutions for short-term transportation needs. Renting a truck through PacLease is a turnkey solution that features late model Kenworth and Peterbilt trucks, like the Peterbilt Model 579 and Kenworth T680 (shown here), built with the quality fleets require.
only to test Tetenal Colortec C41 expired solution (expired from two months)
camera horseman 970 (2x3")
lens Schneider Angulon 65mm 6,8
film kodak portra 400 loaded in "adapt a roll 620"
Mount Sneffels Ridgway Colorado Autumn Colors Sunset Snow Fall Foliage Aspens Fine Art Landscape Nature Photography! Sneffels Range DJI Mavic Pro 2 Aerial Drone Photography! 45EPIC Dr. Elliot McGucken Master Fine Art Hasselblad L1D-20c Camera Luxury Photography CO Fine Art ! Hasselblad Natural Colour Solution (HNCS) Technology!
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Juice weight-reduction plan ideas from Joe Cross t.co/6MP0xh5v1t t.co/19KbfIfNJJ (via Twitter twitter.com/adaptiveblue1/status/733132302021189632)
I took a stroll through one of the local antique stores. This is the biggest one in my area and has a ton of vintage stuff. I find shooting at a place like this gets the creative juices flowing..
I don't work for the antique store, they just gave me permission to come in and shoot. You can find out more about the store @ www.agouraantiquemart.com
--------------------------
About Me - about.me/edwardconde
For Mission 24's Solution assignment.
Our air is a mixture of gases, specifically a solution. Oxygen, water vapor, and other trace gases are dissolved in nitrogen, the gas that makes up more than 75% of the air we breathe.
JLF Moving Solutions Take Delivery of New Scania R320
… while their first Scania hits the 1½ million kilometres landmark
Keltruck, the largest independent Scania Distributor in Europe, has supplied a new Scania R320 to JLF Moving Solutions of Burntwood, Staffordshire. The truck is the fifth Scania truck to join their fleet, while the first – bought in 2001 – is still going strong and has recently surpassed 1½ million kilometres.
JLF Moving Solutions was started by brothers, John & Steve Lomas in 2009, with 35 years’ experience. The first vehicle they owned was a Ford Transit van. They now have 31 vehicles, including five Scania trucks, to help them with removals, homepack services, office removals, European removals, containerised storage, document storage and specialist services to the fire & flood industry.
Steve and John first bought a Scania truck in 2001 as they needed larger vehicles than the 7.5 tonne HGVs they were using. That truck, a P220 day cab fitted with ARZ sleeper pod for two people, has been serviced by Keltruck Willenhall for nearly 20 years and is still going strong with more than one and half million kilometres on the clock.
John Lomas, Company Director commented, “The first Scania truck we bought has been, and continues to be, a great truck for us. All our drivers like driving the Scanias – and this one in particular. Even Steve and I drive it from time to time.”
Their new Scania R320 high roof is the company’s first new generation Scania with the newly developed interior. JLF was able to customise their truck by adding a third seat to accommodate a full team of moving staff.
Keltruck has now been working with Steve and John for 18 years and has developed a great working relationship. All of JLF Moving Solutions’ Scania vehicles are serviced on long term repair and maintenance contracts, starting at 60 months and extending beyond that.
John Lomas continued, “The Scania trucks are excellent – a great drive and very robust – while the support we get from Keltruck is outstanding, both in terms of the buying process and the aftersales services.”
Keltruck Account Manager Tony Biddlestone commented, “We have a great relationship with JLF Moving Solutions. It is a pleasure to deal with John and Steve. The new R320 vehicle they have purchased is something different to your everyday Scania, with the new interior focused on driver comfort, which is perfect for JLF as the company’s operation has more than one occupant, so we focused on cab size and driver comfort.”
keltruckscania.com/about-keltruck/news-centre/press-relea...
Solutions business, le 6 mars 2008. Charleroi - Belgique
Solutions business, le 6 mars 2008. Charleroi - Belgique
St Peter, Nowton, Suffolk
East window, fifty continental roundels, 16th and 17th Century, set in English glass of 1816.
To stand at Nowton church, or the almshouses where the friendly keyholder is, you would not think that we could be so close to Bury St Edmunds. Here, in rolling west Suffolk, woods and copses hide the next parish in any direction, creating an intimacy that is not belied by the occasional hazy distant view from a ridge or hilltop. Nowton church sits on one particular hill, a long track leading up from the nearest road into the silence of its tree-shrouded churchyard, an oasis of lush botanical green in the agricultural expanses.
A mile or so off in the Bury suburbs is Nowton Country Park, one of the main recreational areas of the town, and the former grounds of Nowton Hall. The Hall was the home of the fabulously wealthy Oakes family, and in 1811 Elizabeth Frances Oakes, wife of Orbell Ray Oakes and Lady of the Manor, died at the age of 42. She was buried in Nowton church, which must have been a very plain and ramshackle structure in those Georgian days. However, over the next ten years something extraordinary happened here, as we will see.
Essentially, the church in which Elizabeth Oakes was buried was a 14th century building with surviving Norman details, before the Victorians went to work on it. Walking around it, the graveyard is a strikingly beautiful adornment, still with an air of the early 19th century, with the kind of trees that Lords of the Manor and Rectors-of-leisure liked to plant in those days, including a glorious cedar. Stepping inside, this is a pleasant, shipshape little church. All around are memorials to the Oakes family in the 19th and 20th Centuries, but it probably won't be them that catches your eye, because Nowton is home to one of the largest and best collection of continental glass in England.
Not far from Nowton is Rushbrooke, which in the early 19th Century was the home of the eccentric Colonel Rushbrooke, an avid antiquarian and carpenter who I am afraid was not above the odd spot of forgery. He refurnished Rushbrooke church in the manner of the Cambridge college chapel of his youth, giving it a Henry VIII royal arms into the bargain. Items that he collected can be found in several churches in the eastern counties, for Colonel Rushbrooke spent many happy months in the first decade of the 19th century trawling around the Low Countries and buying up wooden panels and painted glass from monasteries. Many of these monasteries had been closed and ruined in the aftermath of the French Revolution and the following Napoleonic Wars, and their treasures were easily acquired for the right price.
At this time, Orbell Ray Oakes was struggling with a way to make Nowton church into a more fitting and beautiful last resting place for his wife. His solution was to purchase perhaps as many as eighty continental panels from Rushbrooke. They were installed between about 1816 and 1820 by the Norwich stained glass artist Samuel Yarington, who was an expert in these matters, working with the Norwich antiquities dealer Christopher Hampp to supply and install continental glass, mostly depicting scriptural and allegorical subjects, to English churches, mainly in the Norwich area. In those days before the great revival of church art later in the century, most English churches were very plain, especially in puritan East Anglia, and in any case coloured glass of English manufacture was not easily come by. The installation of panels of continental glass would be an easy solution, and even a few panels would be an adornment to a simple church. The Nowton scheme, of course, goes much further than this.
The panels are to be found in every window except the west window. The panels in the east window are set in nine groups of five, the larger panel in the centre of each group and four smaller panels orbiting around it in a sea of Yarington's patterned glass. There is no obvious sequential order or theological structure, and so it must be assumed that Oakes' intention was purely decorative, to beautiful his wife's last resting place. The panels were reordered on two occasions later in the century as Nowton church was restored and extended, but the original configuration of the east window in particular was not altered much. There are slightly odd panels depicting knights on brasses by John Sell Cotman set at the base of someof the aisle windows. When the glass was restored in 1970, some panels from the demolished Dagnams Hall in Essex were added at the bottom of the east window to replace glass of Yarington's that had perished.
At the west end of the south aisle is the elegant memorial to Elizabeth Oakes by John Bacon Jr. It shows her praying against an angled tombchest on the other side of which are a cross and an open book reading Thy Will Be Done. Under the tower, a brass plaque tells us that this church was embellished & decorated with painted glass collected from the Monasteries at Brussels, an Organ erected with a Peal of Six Bells, at the Expense & Gift of Orbell Ray Oakes Esq. The inhabitants inscribe this tablet as a memorial of his liberality, 1820.
Orbell Ray Oakes died in 1837 as the Victorian era began, and his son Henry James Oakes, the new Lord of the Manor, bankrolled a considerable restoration of the church under the architect Anthony Salvin. The construction of a neo-Norman north aisle necessitated the moving of some of the panels, and possibly the acquisition of some more. The nave and chancel were essentially rebuilt and the building was reroofed. The elegant remains of the medieval screen were retained, and all in all this must have been a very shipshape little building by the end of the 1870s. The Oakes family continued to live in the parish at Nowton Court, built in the 1830s. In the 20th Century, Nowton Park was acquired by St Edmundsbury District Council. The last of the Oakes family is still alive today, in her nineties, but after her the dynasty will be no more.
Around the walls of the church, memorials recall members of the Oakes family, some dying out in the Empire, some of the younger ones falling on the battlefields of France in the First World War. But having said all this, I do think this building escapes being merely a mausoleum to the Oakes family. Perhaps it is the simplicity of their memorials, or the sense of life in the building, despite its remoteness. Even so, the overwhelming feeling is of the century that rebuilt it and adorned it, which is just as it should be.
Even a dog can come up with a solution to kids running around and the high humidity. He is sitting on this deck that is more or less useless for humans under a tree in the breeze on the tiles that are not heated by the sun. Now that is a solution that makes those of us that work jealous.