View allAll Photos Tagged visually
Sadly not a patch on previous times I've been. Visually less of everything across the board. It's clear reenactors, stall holders, vintage vehicles etc., have given it a miss in advance.
The event organisers [Pike and Shot] say 80% of the groups let them down. Cant blame the groups for the mass exodus. You're the organisers, they have supported this event for over 10 years. The fault is on your doorstep.
I was watching and listening to the fella firing up the Rolls Royce engine. He was furious to put it mildly (as seen in my video). He received a call to start it earlier than scheduled. He had to! He did with reluctance and was subsequently drowning out the singers nearby. When he challenged the staff about it they were not so sympathetic. Awful for him. To his credit he apologised to the small crowd of what happened that he was instructed to start the engine early. So for me, this was a live example of the organisers causing unrest as the event unfolded.
Having been to several 1940s events this year, this was the bottom of the pile. When I spoke with quite a few visitors and stall holders etc., they were expecting so much more, as in the past.
Singer: Miss Trixie Holiday
The other singer, not in this video, was Ricky Hunter. Decided not to include him in my video because he spent way too much time looking at his phone, playlist, drinking water, while singing, rather than entertain the crowd. He was a last minute guest singer anyway. He had not been invited for over 5 years.
Entrance fee was £10! (reduced to £4 very late on into the second day). No concessions. No signposting to the event. No map or itinerary. Limited parking. A bare bones event. Purely the fault of the organisers and Rufford Abbey Estate collectively.
Without Prejudice.
Tomorrow is 15th October, which is White Cane Safety Day. "The mission of White Cane Day is to educate the world about blindness and how the blind and visually impaired can live and work independently while giving back to their communities, to celebrate the abilities and successes achieved by blind people in a sighted world and to honor the many contributions being made by the blind and visually impaired. " (www.whitecaneday.org)
When you lose your sight, white cane becomes a big part of your life. It offers you independence and enables you to travel safely. While it looks simple, the white cane is actually quite a sophisticated tool. Firstly, it enables you to feel what's in front of you when you walk. Secondly, it alerts you to a change in the ground surface with sound (the tip of the cane makes different sounds when you drag it across different kinds of surfaces). Thirdly, it lets the people around you know that you're blind or partially sighted.
However, instead of embracing the chance of independence and safety offered by the white cane, many blind or visually impaired people feel embarrassed and refuse to use it. They prefer to rely on other people's help to get around. That is so unnecessary. White cane is a wonderful tool that gives you back some of the independence you had before losing sight.
And, finally, here's some information on my new white cane that you can see on the photo. I got it a few days ago and it's great! It's a folding cane, it folds into 4 parts (three parts are white and one is red). The handle is made of black rubber, which offers a very good and solid grip. The cane has a marshmallow tip, which spins around, offering good tactile and audio information about the ground surface. The tip is made of a sturdy material, which doesn't wear out easily, but can easily be replaced when it does. The cane itself is made of aluminum, which means that it is sturdy and light. A tough elastic connects the cane parts inside the cane. This means that I just have to grab the handle and let the rest of the cane "drop down" and the elastic makes the parts "jump" together and connect instantly so that the cane can be used immediately.
So, to sum things up:
If you suffer from sight loss or blindness, don't hesitate to talk to your doctor about the possibility of getting a white cane! You might have to go through a mobility training to learn to use the white cane correctly first, but after that you will be able to move around independently and safely. And that's the most important thing!
Keep the comments clean! No banners, awards or invitations, please!
The total yardsale take for this week. The parts in color, that is. The desaturated stuff is stuff that was already in our house. (Our house is very visually busy. I edited the picture to be less ambiguous.)
Bart Simpson, Chef Smurf, Gir, Homer Simpson, Milhouse Van Houten, Nelson Muntz, Papa Smurf, The Joker, Venom.
BBQ fork, BBQ thermometer, Bart Simpson action figure, Chef Smurf action figure, Fly Bart Simpson action figure, Homer Simpson action figure, I Heart Cupcakes! shirt, Invader Zim purse, Invader Zim shirt, Milhouse Van Houten action figure, Monster Croquet, NCIS board game, Nelson Muntz action figure, Papa Smurf action figure, Puerto Rico board games, Radioactive Homer Simpson action figure, The Joker action figure, Venom bank, accordian shelf, body oil, bowling ball, croquet, dish drainer, dish rack, essential oil, pool chair, power cable, scissors, stepstool, water, wrapping paper.
cartoon: Batman. cartoon: Smurfs. cartoon: The Simpsons. comics: Spider-Man.
edited.
upstairs, Clint and Carolyn's house, Alexandria, Virginia.
May 30, 2015.
... Read my blog at ClintJCL at wordpress.com
... Read Carolyn's blog at CarolynCASL at wordpress.com
... Read my yard sale-related blogposts at clintjcl dot wordpress dot com/category/yard-sales/
BACKSTORY: Got up around 7:00 AM, made it out driving by 7:38 AM and wentout until [forgot:estimating 12:38PM] for a total of about 4 hours, 25 minutes (because we spent ~35 minutes eating).
Spent $54.67 plus ~$8.53 gas for 46.7 miles of driving (15 mpg @ $2.74/G), for a total cost of $63.20.
We drove to 29 yard sales, stopping at 19 (66%) of them [but one was a 50-vendor boy scouts sale, so this count is deceptive].
We made 36 purchases (28 items) for a total estimated value of $436.61, leading to a profit/savings of $373.41.
So in essence, we multiplied our $63.20 investment by 6.9X.
(Also, if you think about it, the profit counts for even more when you consider that we have to earn $~427 on the job, pre-tax, in order to take home the $373 in cash that we saved. How long does $ of disposable income take to earn, vs the 4.41666 hrs we spent here?)
Anyway, this works out to a *post-tax* "wage" of $84.55/hr asa couple or $40.27/hr per person.
THE TAKE:
$12.00: camping chair, Sport-Brella XTR chair, attached umbrella and footrest, blue (EV:$$41.40). Talked down from $15.
$8.00: shelf unit, accordian, black, 20 adjustable shelves, can open and close, 29x34.375x6.5625"(EV:$14.99)
$5.00: water art, Homedics Aquascape Dancing Showers, CP-AQDANC, 2003 (EV:$20.50)
$3.00: game, NCIS, Pressman, shrink-wrapped (EV:$19.99 price tag). Talked down from $5.
$3.00: pool chair, long lounge chair, orange & white (EV:$33.00)
$2.00: step stool, Rubbermaid, Roughneck, purple, 071691134664, 12.5x15.5x9.25" (EV:$8.89)
$2.00: trading cards, G.I. Joe, 1991, Impel (EV:$3.50)
$2.00: game, Puerto Rico, Rio Grande Games, 2002 (EV:$24.00)
$2.00: leather care systems (2), Miracle Seal Plus, leather cleaner, conditioner (8 containers, 8 fl oz each), ink & lipstick remover (2 containers, 2.5 oz each), sponge (2, 1 new, 1 used), cloth (2, 1 new, 1 used) (EV:$31.59)
$1.00: bbq fork/thermometer, Maverick Bar-B-Fork, Electronic Food Probe Thermometer Deluxe, 011502100556(EV:$12.60)
$1.00: shirt, Invader Zim, black, I Heart Cupcakes!, Mighty Fine, XXL (EV:$6.39)
$3.00: purse, Invader Zim, Gir (EV:$18.00)
$1.00: "poster", X-Men, Havok, Psylock, Jubilee, Wolverine, 22x34(EV:$1)
$1.00: "poster", X-Men, The Legend Continues. Mutant Genesis, Cyclops, Storm, Wolverine, Psylock, Gambit, Beast, Colossus, Rogue, ArchAngel, Polaris, Multiple Man, Havok, Guido, Wolfsbane, Nightcrawler, Domino, Kitty Pryde, Cable 13.375x~37(EV:$1)
$1.00: "poster", X-Men, X-Men#1 cover, 10.125x25.5"(EV:$1)
$1.00: "poster", X-Men, X-men on vacation, 10.125x13"(EV:$1)
$1.00: "poster", X-Men, Jean Grey, Storm, Rogue, Psylock, Jubilee, 10.125x13 (EV:$1)
$1.00: bowling ball, Brunswick Axis AML7824, green & purple swirl (EV:$43.95)
$1.00: blanket, Indian style, gray, black and white (EV:$4.99)
$1.00: strainer, with handle, 8" diameter (EV:$2.99)
$0.50: dish drainer, with separate bottom water catcher piece, Sterilite, 17.5x13x4" (EV:$12.57)
$0.50: bank, Venom, Monogram Int'l Inc, AN07-11E22, 7x7.5x6.5" (EV:$19.99)
$0.50: air pump, hand, Athletic Works, 6" inflation hose, AA-245NSP, Wal-Mart, 725033605724 (EV:$9.99)
$0.50: wrapping paper, (6) rolls, christmas (EV:$1.00 each=$6)
$0.38: action figure, Simpsons, Milhouse, Burger King, 2011, astronaut Halloween costume, 3" (EV:$3.75)
$0.38: action figure, Smurf, Papa Smurf, spy glass, 3" (EV:$5.10)
$0.38: action figure, Smurf, Chef Smurf, 3" (EV:$3.99). Given to Paul to remind him there can never be "Too Many Cooks".
$0.38: action figure, Simpsons, Nelson, Burger King, 2007, sitting on trash can, pointing, 3.25" (EV:$4.00)
$0.38: action figure, Simpsons, Homer, Burger King, 2007, with cowboy hat, says "Yee Haw", 4x4" (EV:$11.24), but that was NRFB.
$0.38: action figure, Batman, Joker, 5 joints, purple suit with card symbols spades hearts diamonds clubs, K3684, 4.5" (EV:$5.95)
$0.38: action figure, Simpsons, Homer, Burger King, 2011, Radioactive Homer, light-up machine, 4" (EV:$5.98)
$0.38: action figure, Simpsons, Bart, standing, rubbery, 3.375" (EV:$7.85)
$0.38: action figure, Simpsons, Bart, Burger King, May-Aug 2011, The Fly version with light up insect eyes and muscular chest, 3" (EV:$7.49)
$0.25: power cable, generic computer cable with velcro holder (EV:$2.44)
$FREE: scissors, black handle, 7" (EV:$1.00)
$FREE: essential oil, Cool Water, .5 fl oz, Spectrum (EV:$30.00 printed on it)
$FREE: body oil, Sex On The Beach, .5 fl oz, Sunflower Cosmetics (EV:$7.49)
Sadly not a patch on previous times I've been. Visually less of everything across the board. It's clear reenactors, stall holders, vintage vehicles etc., have given it a miss in advance.
The event organisers [Pike and Shot] say 80% of the groups let them down. Cant blame the groups for the mass exodus. You're the organisers, they have supported this event for over 10 years. The fault is on your doorstep.
I was watching and listening to the fella firing up the Rolls Royce engine. He was furious to put it mildly (as seen in my video). He received a call to start it earlier than scheduled. He had to! He did with reluctance and was subsequently drowning out the singers nearby. When he challenged the staff about it they were not so sympathetic. Awful for him. To his credit he apologised to the small crowd of what happened that he was instructed to start the engine early. So for me, this was a live example of the organisers causing unrest as the event unfolded.
Having been to several 1940s events this year, this was the bottom of the pile. When I spoke with quite a few visitors and stall holders etc., they were expecting so much more, as in the past.
Singer: Miss Trixie Holiday
The other singer, not in this video, was Ricky Hunter. Decided not to include him in my video because he spent way too much time looking at his phone, playlist, drinking water, while singing, rather than entertain the crowd. He was a last minute guest singer anyway. He had not been invited for over 5 years.
Entrance fee was £10! (reduced to £4 very late on into the second day). No concessions. No signposting to the event. No map or itinerary. Limited parking. A bare bones event. Purely the fault of the organisers and Rufford Abbey Estate collectively.
Without Prejudice.
I'd never intended to post these photos. 'Always wanted the Zeppelin print to just stand on it's own as a mysterious little pinhole "gem".
However,
Nine months ago while I was in the hospital undergoing chemotherapy and my stem cell transplant, 3 stooges set out to diss and debunk the Zeppelin image as not a pinhole image but, photoshopped (ugh). So, now in my defense (like, I should even have to...)
The location: Denver Public Works Building. I was attracted to this building from it's original construction. With it's German industrial look and saluting stormtroopers sculpture on the bridge, it seemed only right to have some form of airship in the image. I'd originally thought of an Albatros DIII (german biplane) or an Me-262 (german jet) but always fancied dirigibles.
The Zeppelin: LZ 129 Hindenburg 1:720 scale (about 13 inches or 33cm long) Revell 04802
The Boom (to suspend the zeppelin): Made of wood strips, angle aluminum, hardware, monofilament and mounted on a tripod.
The Camera: Polaroid pinhole conversion. 35mm focal length with 9mm rise. I converted this camera specifically for this project. Can be seen here.
Film: Polaroid Type 665 positive/negative.
Other notes: I had to pack everything in on my bike as the location was accessible by bike path only.
Total time and expense to final neg.: I'd rather not think about it.
....................................................................................................
Back to the stooges: kevinolson44, Airships and SouthWestDreams. You can read their comments here or at the Zeppelin image.
By the way, not one of them have a single pinhole image in their photostream.
kevinolson44 says:
The last Zeppelin that looked like this was destroyed in 1940. Please explain how you managed to photograph it in 2006.
Posted 10 months ago. ( permalink | delete )
Stefan G. Pro User says:
Very adequate way to capture a Zeppelin!
Posted 10 months ago. ( permalink | delete )
kevinolson44 says:
Doesn't anyone want to know how he shot this in 2006? Zeppelins like this no longer exist and have not existed in this form in 69 years! Also judging by the size of the "Zeppelin" in the shot it appears to be over the river. Where's the reflection in the water? Come on people, this is obviously Photoshop'd.
Posted 9 months ago. ( permalink | delete )
Gary M Pro User says:
Looks like many of the blimps that fly over the NYC/NJ area to me. Just looks like a fabulous pinhole camera image to me.
Posted 9 months ago. ( permalink | delete )
rustman Pro User says:
8^)
Posted 9 months ago. ( permalink | delete )
Airships Pro User says:
Sorry to spoil anyone's fun, but this is not a pinhole photograph taken in 2006, or any photograph taken in 2006.
The airship in this image looks nothing at all like a modern blimp. According to the shape of its hull, its size, and the location and design of its control gondola and engine cars, if this is a real airship at all (as opposed to a model or a computer generated image) it can only be one of two airships ever built, either the LZ-129 Hindenburg, or its near sister, the LZ-130 Graf Zeppelin II (and in either case, with the swastika flags digitally removed from the vertical stabilzers). The Hindenburg crashed in 1937, and the LZ-130 was dismantled in 1940.
It is still a very cool image, and I like it a lot, but it was made with Photoshop, not an oatmeal box.
Posted 9 months ago. ( permalink | delete )
Gary M Pro User says:
www.modern-airships.info/en/home.html The blimp is moving since it is a pinhole camera image. Probally a several second exposure. I see several ships posted that look similar in the link i posted. I hope the photographer chimes in on the discussion. I see nothing fake.
Posted 9 months ago. ( permalink | delete )
Airships Pro User says:
@ Gary:
This photo is almost certainly a fake.
Unless the photographer somehow came across a very large,
historically accurate, and flyable remote-control model (and I believe
I would be aware of any such model in existence), this is not a
pinhole photograph, but a digitally (or otherwise artificially)
contrived creation, using a photograph of the LZ-129 Hindenburg or its near sister ship, LZ-130. The zeppelin in this image can be no other ship.
Take a look for yourself.
Enlarge the photo. (Click "All Sizes").
And here is a photograph, and a drawing, of Hindenburg for comparison:
www.airships.net/wp-content/uploads/lz129-pro file.jpg
www.airships.net/wp-content/uploads/hindenb-f light051web.jpg
LZ-129
Now, look slightly to the left of the control car in the "pinhole photo." On both sides of the hull; you will see the "ledge" that was the promenade area on "A Deck" of the Hindenburg.
www.airships.net/wp-content/uploads/passenger s-arriving-1...
www.airships.net/hindenburg/interiors
Next, look a little father aft; you will see the four engine cars of the Hindenburg, two on either side of the hull.
www.airships.net/hindenburg/design-tec hnology)
Compare the engine cars in the "pinhole photo" to the engine cars in the photo and drawing of Hindenburg.
You said that you see blimps which look similar in the link you posted, but no modern airship (and none of the airships depicted in the link you posted) have external engine cars, nor could they structurally support them.
Now, look at the whole hull; you will see lines running the length of the hull, from bow to stern, which were the longitudinal girders of Hindenburg's internal duralumin frame.
FInally, look at the stern, at the shape of the fins, and also compare the size of the fins to the overall size of the hull, to get a sense of the length of the ship; Hindenburg was four times longer than the largest modern blimp.
The zeppelin in the "pinhole photo" is either the LZ-129 (destroyed in 1937) or the LZ-130 (dismantled in 1940); it can be no other airship.
I still think this is a great image, and my congratulations to its creator; he has a great artistic sense, and some great technical skills.
But it's not a pinhole photo.
Posted 9 months ago. ( permalink | delete )
Henry [6*3=?] Pro User says:
A fake ? So what ? It's a wonderful picture *a*n*y*w*a*y
Posted 9 months ago. ( permalink | delete )
Airships Pro User says:
@ Henry... as I said at the end of my post. :-)
Posted 9 months ago. ( permalink | delete )
kevinolson44 says:
@ Airships
Thanks for making this clear that the photo was a Photoshop creation. It annoys me that so many people bought into this fake. Does anyone really believe that there's a giant Zeppelin flying around in Colorado or Nebraska? And with no visible name anywhere to be seen? Wouldn't the presence of this draw a crowd? The bridge is completely deserted. Check any photos of actual Zeppelins and there are people crowding the rooftops to get a look. Wake up everyone!
Posted 9 months ago. ( permalink | delete )
guruveee says:
Hi, I'm an admin for a group called Pinholers, and we'd love to have this added to the group!
Posted 7 months ago. ( permalink | delete )
B.l.u.e.S.k.y. Pro User says:
fantastic... real or unreal...=))))
Posted 6 months ago. ( permalink | delete )
bob merco Pro User says:
Fuck em czak. this is one of your best. !!!
Posted 4 months ago. ( permalink | delete )
lepoSs says:
well the so long and never ending debate about photography = reality...
I really appreciate your picture from any way you did it.
It's poetic, futuristic (yes!), so well processed and even... neo-post-avantgardist ;-)
Posted 4 months ago. ( permalink | delete )
sixtåriis Pro User says:
Hi, I'm an admin for a group called je ne regrette rien (by invitation), and we'd love to have this added to the group!
Posted 3 months ago. ( permalink | delete )
SouthWestDreams Pro User says:
masterful! I can't imagine this scene looking better expressed any other way
Posted 2 months ago. ( permalink | delete )
skellum Pro User says:
damn, very cool, such a sharp image with apinhole
Posted 4 weeks ago. ( permalink | delete )
D.Ingraham Pro User says:
Had to revisit this one. One of your more epic shots.
Posted 4 weeks ago. ( permalink | delete )
D.Ingraham Pro User says:
Had to revisit this one. a real masterpiece.
Posted 4 weeks ago. ( permalink | delete )
kevinolson44 says:
If a photographer claims to have photographed something, pinhole camera or otherwise, and it turns out to be a Photoshop creation, he should say so. Since these airships don't exist it goes without saying that this is a Photoshop creation.
Posted 2 days ago. ( permalink | delete )
SouthWestDreams Pro User says:
Sad lie. I am revising my post from a masterful photo to a masterful CREATION. You need not have deceived and lied to enhance the image.
Posted 2 days ago. ( permalink | delete )
Maybe slightly visually confusing at first, this fisheye shot of the Painted Hall at the Old Royal Naval College in Greenwich, London includes in the foreground a mirror used by visitors to look at the ceiling without straining their necks.
During this years #Photo24London event I made a quick trip out to Greenwich on the Sunday morning before hot-footing it back to the Covent Garden finish line.
Click here for more of my photos from the Nikon / Advanced Photographer Magazine event : www.flickr.com/photos/darrellg/sets/72157655092530841
My Website : Twtter : Facebook
Gomphrena globosa, commonly known as globe amaranth, is an edible plant from the family Amaranthaceae. The round-shaped flower inflorescences are a visually dominant feature and cultivars have been propagated to exhibit shades of magenta, purple, red, orange, white, pink, and lilac. Within the flowerheads, the true flowers are small and inconspicuous.
Gomphrena globosa is native to Central America including regions Panama, and Guatemala, but is now grown globally. As a tropical annual plant, G. globosa blooms continuously throughout summer and early fall. It is very heat tolerant and fairly drought resistant, but grows best in full sun and regular moisture. The plant fixes carbon through the C4 pathway. At maturity, the flowerheads are approximately 4 centimetres (1.6 in) long and the plant grows up to 24 inches (61 cm) in height.
Gomphrena globosa is an outcrossing species that is pollinated by butterflies, bees, and other insects. Floral volatiles likely play a significant role in the reproductive success of the plant by promoting the attraction of pollinators.
Uses
In Hawaii, it is commonly used in long-lasting leis since it retains its shape and color after drying.
In Nepal, the flower is known commonly as makhamali ful and is used to make a garland during Bhai Tika, last day of Tihar festival. The garland is put around the brother's neck by their sister for protection. The slow withering character of the flower symbolizes a long life for the brother. The flower was included in the gift sent to Britain by Jung Bahadur Rana in 1855. This flower is known as Rakta Mallika in Sanskrit.
This plant is common in landscape design and cutting gardens for its vivid colors and color retention.
The edible plant G. globosa has been used in herbal medicine.
The flowers of G. globosa are rich in betacyanins which have a wide range of applications as additives and supplements in the food industry, cosmetics, and livestock feed. Stable between pH 3 and 7, the betacyanins in globe amaranth are well suited to be used as natural food dye and have a red-violet color.
Chemical properties
Phytochemicals
At least twenty-seven phytochemicals have been detected in G. globosa including six phenolic acid derivatives and fifteen specific flavonoids. The most abundant phenolic compounds present are flavonoids. A major phenol was found to be kaempferol 3-O-rutinoside based on chromatographic and mass spectrometry techniques. Gomphrenol derivatives also contribute to phenolic content. Other flavanols include quercetin, kaempferol, and isorhamnetin derivatives.
Betacyanins
The major betacyanins identified in globe amaranth are gomphrenin, isogomphrenin II, and isogomphrenin III. These compounds are stored in vacuoles in the plant.
Volatiles
Cultivars of G. globosa vary in the identity of floral volatiles but the volatile compounds of nonanal, decanal, geranyl acetone, and 4,8,12-tetradecatrienal, 5,9,13-trimethyl, were commonly detected by chromatography-mass spectrometry analysis. The cultivar ‘Fireworks’ has a high abundance of volatile esters such as geranyl propionate, geranyl isovalerate, benzyl isovalerate, and benzyl tiglate. The floral volatile emission of this cultivar of G. globosa was found to exhibit a diurnal pattern independent of light. Emission of floral volatiles can be regulated by phytohormone and defense signaling molecules. Experimentally, the ethylene inhibitor silver thiosulphate increased volatile emission of molecules derived from the terpenoid pathway. Defense signaling molecules can have temporal effects on floral volatile emission such as increased emission after four hours and reduced emission of volatiles after 24 hours in time studies analyzed with chromatography-mass spectrometry.
Series of provinces and peoples were a distinctively Roman way of representing their empire visually, and reflect a distinctively Roman and imperial mode of thought. Such images are most familiar to us in sculpture from the reliefs that decorated the temple of Hadrian in Rome, and on coins from the 'province' series of Hadrian and Antoninus Pius. Recently, the discovery of such a series in relief at Aphrodisias, there called “ethne” (peoples), allows us for the first time to see what an early imperial group of this kind looked like. The ethne are each personified as single, standing, draped women, each well differentiated by drapery and pose, and some by attributes no doubt intended to characterize that ethnos. The ethne are stylistically homogeneous and among the best of the Sebasteion reliefs in quality, both as regards their finish and the assuredness of their form and design. The ethnos reliefs were carved from single blocks of marble, H: c. I72, W: I40, D: c. 42 cm.
Ethonos of the Piroustae Piroustae.
Relief. The personified ethnos stands frontally, weight on her right leg, head looking evenly three-quarters to her left, that is, in the same direction as the mask on the base. She wears a helmet, cloak and belted dress, and carries a small shield on her left arm. The shield band is shown below, on the underside of the forearm. The right hand was held away from her right side, carrying a spear or similar attribute. The shield is given its full three-dimensional value and is cut off at the background. Both helmet and shield are 'ideal' types, that is, they are recognizable versions of old classical Greek armor no longer worn in reality. The round shield is of diminished hoplite type. The helmet is of basic 'Corinthian' form, but worn, as usually by ideal figures in the Roman period, as if permanently pushed back from the face. The short element in relief above the front peak is a vestigial nose-piece of Corinthian type, while the crest is borrowed from the 'Attic' type.
Base. A bearded mask below supports the garland swags, looking towards the viewer's right in partial three-quarter view. It is of indeterminate ideal/divine iconography
Source: Smith R.R., Simulacra Gentium: The Ethne from the Sebasteion at Aphrodisias
Roman bas-relief
Claudius – early Nero age: approx. 41 - 60 AD
Aphrodisias, Archaeological Museum
Aphrodisias, Caria, Turkey
I have always been interested in visual things and consider myself a visually orientated person. As a kid I draw a lot and later on my path led me into graphics design, which I learned without formal education (I'm sure that's actually a pretty common in these days, but I highly respect those who have had some sort of formal education to it, because they learn their craft in a broader cultural and societal perspectives). I’ve played with painting, 3D-modelling and so on. Naturally one would think that I would have gone into photography pretty early. I was, but there were more than one false start before I got seriously started with it which was pretty late. Most of my false starts were related to using real film and analog cameras, but there were other reasons too.
I still have couple of rolls of film in our fridge from the old days. Color films plus B&W stuff, which I don’t have much use for. Now when I look back I can recognize three different reasons why I didn't get it started with photography. First reason was the film. Being a youngster of digital age I didn't glue at all with analog cameras which seniors where trying to introduce me into. Film just didn't fit in into paradigm of digital which I had learned working with computers, software, files etc. And most of the early digital cameras I tried were compromised. With them I only learned what I cannot do, like try to take pictures indoors without built in flash. Photography felt pretty difficult and full of 'physical problems' which were non-existent in digital world. Second reason was that I never had many photography friends that I could share my experiences and enthusiasm. My interest in photography was hibernating until one of my close friends bought a pretty serious DSLR-camera. Together we learned to do panoramas, HDR-pictures and all sort of other experiments which guided me back into photography, but this time through a backdoor called post processing. Finally the third reason why I didn't start photography earlier was that I didn't recognize my need to photograph and capture life in its uniqueness. Only after Aura was born I realized that life was very much worth of photographing it.
I can live with the first two reasons, but the third is something I find myself sometimes regretting. In some ways we are just stories which we are able to tell of ourselves. There isn’t a lot of pictures of me and my life when I was younger. If I only had started earlier I would have all sort of photographs of my life – a different and larger repertoire which to use for telling a story of myself.
Year of the Alpha – 365 Days of Sony Alpha Photography: www.yearofthealpha.com
Sadly not a patch on previous times I've been. Visually less of everything across the board. It's clear reenactors, stall holders, vintage vehicles etc., have given it a miss in advance.
The event organisers [Pike and Shot] say 80% of the groups let them down. Cant blame the groups for the mass exodus. You're the organisers, they have supported this event for over 10 years. The fault is on your doorstep.
I was watching and listening to the fella firing up the Rolls Royce engine. He was furious to put it mildly (as seen in my video). He received a call to start it earlier than scheduled. He had to! He did with reluctance and was subsequently drowning out the singers nearby. When he challenged the staff about it they were not so sympathetic. Awful for him. To his credit he apologised to the small crowd of what happened that he was instructed to start the engine early. So for me, this was a live example of the organisers causing unrest as the event unfolded.
Having been to several 1940s events this year, this was the bottom of the pile. When I spoke with quite a few visitors and stall holders etc., they were expecting so much more, as in the past.
Singer: Miss Trixie Holiday
The other singer, not in this video, was Ricky Hunter. Decided not to include him in my video because he spent way too much time looking at his phone, playlist, drinking water, while singing, rather than entertain the crowd. He was a last minute guest singer anyway. He had not been invited for over 5 years.
Entrance fee was £10! (reduced to £4 very late on into the second day). No concessions. No signposting to the event. No map or itinerary. Limited parking. A bare bones event. Purely the fault of the organisers and Rufford Abbey Estate collectively.
Without Prejudice.
YouTube:
Rufford Abbey At War. Nottingham. Sept 2019
Shinjuku, Tokyo, is a dynamic district that perfectly encapsulates the essence of modern Japan. This image showcases the vibrant energy of Shinjuku, a place where tradition meets innovation. The towering buildings, adorned with a plethora of colorful advertisements and neon lights, create a visually stimulating environment that is both captivating and overwhelming. The architecture in Shinjuku is a testament to Japan's rapid modernization, with sleek skyscrapers standing alongside older, more traditional structures. This juxtaposition highlights the district's historical significance and its role as a hub of contemporary culture. Shinjuku is not just a commercial center; it is also steeped in history. The area has been a significant part of Tokyo since the Edo period, serving as a post town on the Koshu Kaido, one of the five routes of the Edo period. Today, Shinjuku Station is one of the busiest railway stations in the world, a testament to the district's enduring importance. The streets are lined with a variety of shops, restaurants, and entertainment venues, offering something for everyone. From high-end department stores to quirky boutiques, Shinjuku is a shopper's paradise. Food enthusiasts can indulge in a wide range of culinary delights, from traditional Japanese cuisine to international fare. The district is also home to numerous entertainment options, including theaters, karaoke bars, and nightclubs. Shinjuku's unique blend of history, culture, and modernity makes it a must-visit destination for anyone exploring Tokyo. Whether you're interested in shopping, dining, or simply soaking in the urban atmosphere, Shinjuku offers an unparalleled experience that captures the essence of modern Japan.
Greg Mitchell Photography and Tactile Photo are exclusively represented by Hammond Art Consuting Services: for consultation, design, delivery and installation on commercial, healthcare and hospitality projects, please contact Alan Hammond at (916) 205-3925 or visit their website at www.hammondartconsulting.com
A visually dynamic and emotionally inviting scene redefining visual boundaries. From an eye-level perspective with feet casually propped on the modern desk, the near focus dominates. The black nylon stockings reveal realistic details, like fine textures and tiny lint—signs of real life and authenticity. In the soft bokeh of the background, she sits serenely, smiling directly at us. Her dimples and heartfelt gaze are an open invitation to share this moment. It is not a provocative dominance, but a peaceful, honest confrontation where she is fully aware of her feet’s presence and effect—and she welcomes it. A moment of acceptance and unhurried intimacy.
After trying loose and cracked paving, along with undulating cobbles and kerbs, to keep the local A&E depts. busy, the latest impediment to pedestrians appears to have been hit by a visually impaired driver. -138_1069
This visually secretive thrush has eluded being photographed by me for years. audibly it isn''t at all shy. loud circular descending notes for a song are common along forested streams. Because the markings on the front are so distinctive I'm including this otherwise unremarkable photo because it shows the chest in decent detail. The accompanying photo shows the Veery unobstructed by branches but lacks the beautiful chest markings.
Goal: To visually represent a sermon series about the different masks we put on when we face others.
Audience: Student ministry
Direction: I went in a different direction than traditional masks because I was having a hard time incorporating and uniting differing kinds of masks (gas mask, drama mask, etc) in a visually appealing way. I used photos of people because I though that represented more realistically the way we wear our masks - through fake smiles, through our clothes, makeup, etc.
Project: Student ministry sermon series
Other important info: My youth pastor chose to use a graphic with masks (as I was describing before) instead.
A day trip to the GCR Loughborough with the Long Buckby Blind and Visually Impaired group. Not many photo opportunities, and absolutely none in the sun! At the end of the day, I thought it would be rude not to have any railway related shots, so here is D5830 ahead of it`s train, which will be the last service to Leicester North. 20th August 2015. A bit of a mono HDR effect experiment.
Visually very similar, but I added some demons to one of them.
Made for a new group called Repeating Myself. The group is meant for photos you have had in explore (subsequently dropped ok) that are similar in some way.
Publication:
Bethesda, MD : U.S. National Library of Medicine, National Institutes of Health, Health & Human Services, [2010]
Language(s):
English
Format:
Still image
Subject(s):
Persons With Hearing Impairments
Visually Impaired Persons
Women
Bridgman, Laura Dewey, 1829-1889.
Genre(s):
Portraits
Abstract: Image of a black and white photograph of Laura Bridgman in her late forties, engaged in crochet work which she sold to visitors for pocket money. Her hair, parted in the middle, is arranged in a tight bun, and she is wearing glasses. She is dressed in a long-sleeved dress with a high collar. Life and education of Laura Dewey Bridgman, fronspiece.
Related Title(s):
Hidden treasure
Is part of: Life and education of Laura Dewey Bridgman, the deaf, dumb, and blind girl; See related catalog record: 8202700
Extent:
1 online resource (1 image)
NLM Unique ID:
101602143
NLM Image ID:
A033237
Permanent Link:
resource.nlm.nih.gov/101602143
NLM Hidden treasure p. 134
Suffolk Sportscars is dedicated to production of the visually exact reproduction of the legendary Jaguar SS100. It is a true and pure Jaguar, fully recognised and accepted by all the Jaguar car clubs around the world.
The Jaguar SS100 was originally designed in 1935 by William Lyons, the founder of Jaguar Cars Limited. You will find a history of the Jaguar SS100 within this section.
The Jaguar SS100 is one of the most important cars ever produced in England. It marked the high point of English sports car design before the start of World War 2. When the leading motoring writers of Europe selected their choice of the 100 most important cars of the 20th century, they included the legendary Jaguar SS100. As only 314 were ever made this is certainly an achievement. Every serious book about sports cars includes articles and photographs of the Jaguar SS100. This landmark car acted as the mainspring for the development of the remarkable lineage of post war Jaguar sports cars.
We have now made well over 200 of our Suffolk SS100 Jaguar reproductions and are well on our way to achieving my ambition to make as many as William Lyons. We hope that this website will give you the confidence in our products and that you may take the opportunity to come and visit us at Woodbridge. I can tell you that even after 20 years of making the SS100, I still get a smile and goosebumps whenever I'm ready to go for a drive. The overall shape and stying of the car is evocative of the golden age of great pre-war sports cars.
Now we combine all the superb visuality of the car with modern brakes, steering, power and safety to meet the demand of today's driver.
Visually Oregon City often seems either too dark or too bright, e.g. here the new lights on the bridge made the river seem very dark, but photographically it balanced out very nicely. One of the fun things about doing a study series like this are the small things you only notice when you are reviewing the images, e.g. the wooden framing that's only on this one side of the bridge, and the three layers of shadows on the arch (see notes). Click here to view other images in this Study Series. From a fun night in Oregon City with the PDXNightowls. NB18371
+++ 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.
Visually, the Cutlass most resembles the F/A-137D Longsword interceptor, used by the West Terrastralian Air Force (WTAF). Unlike its Air Force counterpart however, the Cutlass features folding wings, strengthened landing gear and an arrester hook. These modifications come at a cost, however; the Cutlass was forced to sacrifice one of is weapon hardpoints to save weight. Nevertheless, those that fly it have only praise to direct towards their mount.
Very similar visually to the Northern Counties bodied Leyland Olympian in the previous posting is this Volvo variant here earning its keep as a PCV with Express Motors in Portmadoc. With nothing better to do on the Saturday of my stay, I took advantage of a 'Red Rover' ticket and travelled here and there at random between about 8.45am and 6.30pm ... I have to admit, I really quite enjoyed the day for the princely outlay of £6.80. (which might have been 40p more than the advertised price!). Here at the end of my wanderings and as grimness had set it, Express's N418 JBV calls opposite Porthmadog Parc to collect a handful of intending passengers for the Blaenau Ffestiniog direction.
West Kelowna is a visually stunning community and a four-seasons playground, located on the western shores and hillsides of Okanagan Lake.
The Westside (as the locals like to call it) has always been appreciated for its quiet beaches, rolling hills of orchards, and fantastic outdoor activities.
West Kelowna has a diverse economy, which includes agriculture, construction, finance, food and retail services, light industry, lumber manufacturing, technology, tourism and world renowned wineries.
The Kelowna Bridge over Okanagan Lake
The building of the original Kelowna bridge was one of the most important milestones in the history of Kelowna not only for it's economic development, but also for a vital social link, by opening transportation to the South Okanagan and beyond.
Built in 1958, the Okanagan Lake Bridge was also referred to as the Kelowna Floating Bridge. The bridge served as a major landmark and a primary north-south highway corridor in the province of BC, and an important link from the Pacific Northwest United States to British Columbia and north on to Alaska.
The bridge itself was a pontoon bridge, or floating bridge that contained a vertical lift span which could open up to allow boats to pass under it.
Pontoons would support the bridge deck floating on the water. According to history, floating bridges have been around since the 11th century .
Historically, from the mid 1880's to the mid 1930's, Sternwheelers such as the SS Okanagan and the SS York provided transportation to people and goods down and across Okanagan Lake. From the mid-30's, until the original Kelowna bridge was built, ferries would carry vehicles across Okanagan Lake from Kelowna to Westbank, BC, now known as West Kelowna.
Image best viewed in Large screen. Thank-you for your visit!
It is very much appreciated...
Sonja
Visually the hellishly bright station lights all but obscure the bridge, but the camera captures a more balanced scene. Aesthetic River Mood Lighting Testing of the Tilikum Crossing Bridge continues 6PM to Midnight thru Saturday December 6th, 2014. A bridge employee said they'd be particularly good Friday from 6-7PM during planned aerial photography. NB28892,3
Sadly not a patch on previous times I've been. Visually less of everything across the board. It's clear reenactors, stall holders, vintage vehicles etc., have given it a miss in advance.
The event organisers [Pike and Shot] say 80% of the groups let them down. Cant blame the groups for the mass exodus. You're the organisers, they have supported this event for over 10 years. The fault is on your doorstep.
I was watching and listening to the fella firing up the Rolls Royce engine. He was furious to put it mildly (as seen in my video). He received a call to start it earlier than scheduled. He had to! He did with reluctance and was subsequently drowning out the singers nearby. When he challenged the staff about it they were not so sympathetic. Awful for him. To his credit he apologised to the small crowd of what happened that he was instructed to start the engine early. So for me, this was a live example of the organisers causing unrest as the event unfolded.
Having been to several 1940s events this year, this was the bottom of the pile. When I spoke with quite a few visitors and stall holders etc., they were expecting so much more, as in the past.
Singer: Miss Trixie Holiday
The other singer, not in this video, was Ricky Hunter. Decided not to include him in my video because he spent way too much time looking at his phone, playlist, drinking water, while singing, rather than entertain the crowd. He was a last minute guest singer anyway. He had not been invited for over 5 years.
Entrance fee was £10! (reduced to £4 very late on into the second day). No concessions. No signposting to the event. No map or itinerary. Limited parking. A bare bones event. Purely the fault of the organisers and Rufford Abbey Estate collectively.
Without Prejudice.
YouTube:
Rufford Abbey At War. Nottingham. Sept 2019
visually striking war memorial dedicated to soldiers of the Portuguese army who died during the Overseas War of 1961 to 1974. The Monumento Combatentes Ultramar memorial comprises of three distinctive sections; the flame, the monument and memorial wall.
The central flame burns continuously to signify the lasting memory of the dead soldiers while the names of each solider who died in the protracted African conflict are etched into the the three walls that surround the memorial. The artistic section of the Monumento Combatentes Ultramar include a shallow purpose built lake and two large angled pillars that jut out above the flame.
The stone circle at Castlerigg (alternatively Keswick Carles, Carles, Carsles, Castle-rig or Druids' Circle)[3][4] is situated near Keswick in Cumbria, North West England. One of around 1,300 stone circles in the British Isles and Brittany, it was constructed as a part of a megalithic tradition that lasted from 3,300 to 900 BC, during the Late Neolithic and Early Bronze Ages.[5]
Various archaeologists have commented positively on the beauty and romance of the Castlerigg ring and its natural environment. In his study of the stone circles of Cumbria, archaeologist John Waterhouse commented that the site was "one of the most visually impressive prehistoric monuments in Britain."[6]
Every year, thousands of tourists travel to the site, making it the most visited stone circle in Cumbria.[6][7] This plateau forms the raised centre of a natural amphitheatre created by the surrounding fells and from within the circle it is possible to see some of the highest peaks in Cumbria: Helvellyn, Skiddaw, Grasmoor and Blencathra.
The stones are glacial erratic boulders composed of volcanic rock from the Borrowdale Volcanic Group. Both andesitic lavas and tuffs (volcanic ashes) are represented.[8] Castle Rigg sits on a deposit of glacial till,[9] and it is likely that the boulders were originally part of this deposit. The stones are set in a flattened circle, measuring 32.6 m (107 ft) at its widest and 29.5 m (97 ft) at its narrowest. The heaviest stone has been estimated to weigh around 16 tons and the tallest stone measures approximately 2.3m high. There is a 3.3m wide gap in its northern edge, which may have been an entrance. Within the circle, abutting its eastern quadrant, is a roughly rectangular setting of a further 10 stones. The circle was probably constructed around 3200 BC (Late Neolithic/Early Bronze-Age), making it one of the earliest stone circles in Britain and possibly in Europe.[10] It is important to archaeoastronomers who have noted that the sunrise during the Autumn equinox appears over the top of Threlkeld Knott, a hill 3.5 km to the east. Some stones in the circle have been aligned with the midwinter sunrise and various lunar positions.
There is a tradition that it is impossible to count the number of stones within Castlerigg; every attempt will result in a different answer. This tradition, however, may not be far from the truth. Due to erosion of the soil around the stones, caused by the large number of visitors to the monument, several smaller stones have ‘appeared’ next to some of the larger stones. Because these stones are so small, they are likely to have been packing stones used to support the larger stones when the circle was constructed and would originally have been buried. Differences in opinion as to the exact number of stones within Castlerigg are usually down to whether the observer counts these small packing stones, or not; some count 38 and others, 42. The ‘official’ number of stones, as represented on the National Trust information board at the monument, is 40.
In the early 20th century, a single outlying stone was erected by a farmer approximately 90m to the south west of Castlerigg. This stone has many linear ‘scars’ along its side from being repeatedly struck by a plough, suggesting that it was once buried below the surface and also why the farmer dug it up. It is not possible to say whether this stone was originally part of the circle, or just a naturally deposited boulder.
The original motives behind the construction of Castlerigg, its subsequent uses, and how these may have changed over time are not known. Current thinking has linked Castlerigg with the Neolithic Langdale axe industry in the nearby Langdale fells: the circle may have been a meeting place where these axes were traded or exchanged. Ritually deposited stone axes have been found all over Britain, suggesting that their uses went far beyond their practical capabilities. Exchange or trading of stone axes may not have been possible without first taking part in a ritual or ceremony.
Two of Britain's earliest antiquarians, John Aubrey (1626–97) and William Camden (1551–1623), visited Cumbria with an interest in studying the area's megalithic monuments. Both described Long Meg and Her Daughters, another large stone circle, and recounted local legend and folklore associated with this monument, but neither writers mentions a visit to Castlerigg or the area around Keswick.[11] John Aubrey was also the first writer to erroneously connect Neolithic and Bronze-Age megalithic monuments with the Iron-Age Druids.
It was not until the early 18th century that Castlerigg came to the attention of the wider public, when William Stukeley (1687–1765) visited the site, in 1725.
Stukeley's account of his visit to Castlerigg is brief and was published in his Itinerarium Curiosum[12] in 1776, 11 years after his death. Stukeley's visit is important, as it is the earliest written record of the stone circle at Castlerigg:
…for a mile before we came to Keswick, on an eminence in the middle of a great concavity of those rude hills, and not far from the banks of the river Greata, I observed another Celtic work, very intire: it is 100 foot in diameter, and consists of forty stones, some very large. At the east end of it is a grave, made of such other stones, in number about ten: this is placed in the very east point of the circle, and within it: there is not a stone wanting, though some are removed a little out of their first station: they call it the Carsles, and, corruptly I suppose, Castle-rig. There seemed to be another larger circle in the next pasture toward the town. (Stukeley 1969 Vol. II, 48).
Stukeley could be describing the circle as it stands today, as it has changed little in the three centuries since his visit. The rectangular enclosure within the circle, that Stukeley took to be a grave, still consists of 10 stones. It is not clear, however, why Stukeley believed the circle was not missing a single stone. Today there are several large gaps in the circle, suggesting that a number of stones may have indeed been either moved into a different position (possibly after the stone had fallen or been removed completely). Of course, there is no certainty today as to the original appearance of the circle, or how much it may have changed in the preceding millennia, prior to Stukeley's visit. It is believed, however, that the circle survives today in a relatively intact state, changed certainly, but not so far from its original design.
Stukeley's observation of a second circle in the next field is a great revelation that places the stones at Castlerigg in a whole new light; that he fails to deliver a description demonstrates well the frustration felt by modern researchers when dealing with the works of antiquarians. This account could easily be dismissed today as pure fancy or it could be thought that he had mistakenly described a natural feature, as there is no evidence of it today, either above ground or in the observations of later scholars.
The apparently unspoilt and seemingly timeless landscape setting of Castlerigg stone circle provided inspiration for the poets, painters and writers of the 19th century Romantic movement. In John Keats’ Hyperion the passage “Scarce images of life, one here, one there,/Lay vast and edgeways; like a dismal cirque/Of Druid stones, upon a forlorn moor…“ is alleged to have been inspired by his visit to the stones; a visit, it seems, with which he was less than impressed. Samuel Taylor Coleridge, in 1799, visited Castlerigg with William Wordsworth and wrote of it, that a mile and a half from Keswick stands “…a Druidical circle [where] the mountains stand one behind the other, in orderly array as if evoked by and attentive to the assembly of white-vested wizards”.
An early description of Castlerigg stone circle can be found in the 1843 book The Wonders of the World in Nature, Art and Mind, by Robert Sears.[13] In the passage quoted below, Sears also quotes an earlier description of the circle by Ann Radcliffe (Mrs. Radcliffe).
The Druidical Circle, represented in the accompanying plate, is to be found on the summit of a bold and commanding eminence called Castle-Rigg, about a mile and a half on the old road, leading from Keswick, over the hills to Penrith,—a situation so wild, vast, and beautiful, that one cannot, perhaps, find better terms to convey an idea of it than by adopting the language of a celebrated female writer, (Mrs. Radclifle,) who, travelling over the same ground years ago, thus described the scene: "Whether our judgment," she says, " was influenced by the authority of a Druid's choice, or that the place itself commanded the opinion, we thought this situation the most severely grand of any hitherto passed. There is, perhaps, not a single object in the scene that interrupts the solemn tone of feeling impressed by its general character of profound solitude, greatness, and awful wildness. Castle-Rigg is the centre point of three valleys that dart immediately under it from the eye, and whose mountains form part of an amphitheatre, which is completed by those of Borrowdale on the west, and by the precipices of Skiddaw and Saddleback, close on the north. The hue which pervades all these mountains is that of dark heath or rock; they are thrown into every form and direction that fancy would suggest, and are at that distance which allows all their grandeur to prevail. Such seclusion and sublimity were indeed well suited to the dark and wild mysteries of the Druids."
Sears then continues his description:
The one here represented is of the first, or simple class, and consists, at present, of about forty stones of different sizes, all, or most of them, of dark granite,— the highest about seven feet, several about four, and others considerably less ; the few fir-trees in the centre are, of course, of very modern growth. The form may, with more propriety, be called an oval, being thirty-five yards in one direction, and thirty-three yards in another, in which respect it assimilates exactly to that of Rollrich; but what distinguishes this from all other Druidical remains of a similar nature, is the rectangular enclosure on the eastward side of the circle, including a space of about eight feet by four. The object of this is a matter of conjecture ;—by some it is supposed to have been a sort of Holy of Holies where the Druids met, separated from the vulgar, to perform their rites, their divinations, or sit in council to determine controversies ; others consider it to have been for the purposes of burial; probably it might have been intended for both.
The later 19th century saw an increase in research into Castlerigg stone circle. C W Dymond visited the circle in 1878 and 1881, from which visits he produced the first accurate plan of the stones. He marked the position of one of the internal cairns, showing that it was clearly visible at that time, but missed the other two cairns observed by Benjamin Williams[14] in 1856 showing that these two features have never been clearly defined.
The only known archaeological excavation at Castlerigg was carried out by W K Dover in 1882, one year before the site was scheduled. His excavation targeted the internal rectangular enclosure at the eastern side of the circle and his account of his excavation is brief and hidden within details of a day trip to the circle on 5 October 1882, by members of the Cumberland and Westmorland Antiquarian and Archaeological Society, which was published in 1883:[15]
Prior to the visit of the Society some excavations had been made under the superintendence of Mr. W Kinsey Dover, with the view of finding whether the subsoil would disclose anything that might lead to some conclusion as to the age or object of the circle. The following is Mr. Dover’s report: Length of inclosure within the Keswick stone circle, 22 feet, east and west; breadth, 11 feet, north and south. Length opened out, 18 feet to 19 feet; breadth, 3 feet 3 inches, with two cross cuts of about 2 feet. Depth of dark superficial soil to where the yellow undisturbed soil appears, 14 inches, with the exception of a small portion at the west end where the black soil mixed with stones continued to a depth of 3 feet. Near the bottom here, I found what I think to be a few small pieces of burned wood or charcoal, also some dark unctuous sort of earth, a sample of both I brought away. (Dover 1883, 505).
What subsequently happened to the samples of ‘burned wood or charcoal’ and the ‘dark unctuous sort of earth’ is unknown, other than they are now likely to be lost or, if not, too contaminated to be worth modern scientific analysis. Nevertheless, Dover's excavation is the only one to have been carried out at Castlerigg. It is, however, believed by some,[16] based on the dimensions given by Dover, that if any stratigraphy exists within the rectangular enclosure it would not have been completely destroyed and the potential to create a relative sequence between the circle and the enclosure should still be possible. It is unlikely that further excavation around the stones would be permitted today as it is neither threatened by farming or development and erosion of the ground surface by the many visitors to the site is kept in check and is not sufficient to affect the integrity of the stones.
Much of our knowledge and understanding of Castlerigg stone circle has been passed down to us by the work of 18th century antiquarians and 19th century amateurs. Considering that the stone circles of Cumbria in general are of such antiquity, being the earliest stone circles in the whole of Europe, it is surprising that so little work has been carried out here under modern conditions and that none of the stone circles of Cumbria have so far been scientifically dated.[17]
Since the 1960s, the names Aubrey Burl and Alexander Thom have become synonymous with stone circles and both men have contributed significantly to the literature on this subject, whilst taking opposing sides regarding their purpose and significance. The works of Burl strongly support the idea that any geometry within the circle, or astronomical alignments, are either purely coincidental or symbolic in nature. Thom, on the other hand, is a proponent of the circle builders being adept astronomers and mathematicians and suggests that these skills can be seen in all stone circles, everywhere.[18] While neither Burl's nor Thom's works deal with Castlerigg exclusively, they do attempt to place all the stone circles of Britain in context to each other and to explain their purpose.
English Heritage subjected the scheduled area and the field to its immediate west to a geophysical survey in 1985 in order to improve our understanding of the stone circle and to provide a better interpretation for visitors.[19] A full report of the findings from 1985 has still to be published.
In 2004, Dr Margarita Díaz-Andreu, of the Department of Archaeology at Durham University, commissioned a survey of the stones at Castlerigg in response to claims that prehistoric rock art had been discovered there. A pioneering survey technique that used a laser to record three-dimensional images of the stones was employed. Unfortunately, only graffiti from more recent times was discovered and no trace of the alleged prehistoric carvings was found.
Castlerigg has a solar alignment and is used in solstice celebrations
Castlerigg stone circle was one of the monuments included in the Ancient Monuments Protection Act 1882, which included a 'Schedule' of 68 sites in Great Britain and Ireland.[1] It thus became one of the first scheduled ancient monuments. The following year the stone circle was 'taken in to state care'.[22] Under the 1882 act a deed of guardianship could be entered into by a landowner, in which the monument, but not the land it stands on, becomes the property of the state. As one of the first such sites to enter into such an agreement it occupies a small place in the history of archaeological conservation.[17] In 1913, Canon Hardwicke Rawnsley, one of the founders of the National Trust, was among the prime organisers of a public subscription which bought the field in which the stone circle stands, which he then donated to the National Trust.[16] Responsibility for the stone circle remains with English Heritage, the successor body to the Ministry of Works, whilst ownership of the site is retained by the National Trust.
Visually, the Class 27 differed from the preceding Class 26 only in front-end details and, in later years, by the window-less cab doors fitted to the later. Only the Class 26 lasted long enough to carry the grey ‘large logo’ freight livery depicted here. Look closely and, if your eye is better than my photoshopping skills, you will notice that this is a digitally-modified Class 26. It was simply easier to start with a Class 26 in the desired livery than to completely re-livery a Class 27. The location is Oxenhope on the Keighley & Worth Valley Railway (27-Nov-21).
All rights reserved. For the avoidance of doubt, this means that it would be a criminal offence to post this image on Facebook or elsewhere (please post a link instead). Please follow the link below for further information about my Flickr collection:
Sadly not a patch on previous times I've been. Visually less of everything across the board. It's clear reenactors, stall holders, vintage vehicles etc., have given it a miss in advance.
The event organisers [Pike and Shot] say 80% of the groups let them down. Cant blame the groups for the mass exodus. You're the organisers, they have supported this event for over 10 years. The fault is on your doorstep.
I was watching and listening to the fella firing up the Rolls Royce engine. He was furious to put it mildly (as seen in my video). He received a call to start it earlier than scheduled. He had to! He did with reluctance and was subsequently drowning out the singers nearby. When he challenged the staff about it they were not so sympathetic. Awful for him. To his credit he apologised to the small crowd of what happened that he was instructed to start the engine early. So for me, this was a live example of the organisers causing unrest as the event unfolded.
Having been to several 1940s events this year, this was the bottom of the pile. When I spoke with quite a few visitors and stall holders etc., they were expecting so much more, as in the past.
Singer: Miss Trixie Holiday
The other singer, not in this video, was Ricky Hunter. Decided not to include him in my video because he spent way too much time looking at his phone, playlist, drinking water, while singing, rather than entertain the crowd. He was a last minute guest singer anyway. He had not been invited for over 5 years.
Entrance fee was £10! (reduced to £4 very late on into the second day). No concessions. No signposting to the event. No map or itinerary. Limited parking. A bare bones event. Purely the fault of the organisers and Rufford Abbey Estate collectively.
Without Prejudice.
YouTube:
Rufford Abbey At War. Nottingham. Sept 2019
Wheels Up Private Jets opb Mountain Aviation opf Ryan Air Cessna Citation X N938TX cn 750-0183 IAD - Flight WUP938 fly by number two to visually verify that the nose gear did not retract - About 30 minutes later this aircraft landed on runway 1C scrapping some paint on the nose
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Visually Goose Fair is adorned with amazing artwork which possibly gets overlooked. In 2022 I created a short video focusing on it, check it out!
www.youtube.com/watch?v=3Ix1jE9Nt80
These series of photos were taken 28 Sept 2023, the day before the official opening of the fair. People were busy making final adjustments to rides, checking electrics, stock of foods, drinks, gifts and so on.
The Nottingham Goose Fair is an annual travelling funfair held at the Forest Recreation Ground here in Nottingham. This year, 2023, it runs for 10 days, usually it's 3 days.
Album: Goose Fair. Nottingham
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No Group Banners, thanks.
+++ 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.
I got these books yesterday. It's a Braille collection published by DK publishing house. The books are just brilliant! They are printed in regular print and in Grade 1 Braille. However, it's not just the text that is special in these books. The illustrations are "double", as well. All the pictures are very visual and printed in bright colours. At the same time they are also tactile. Every illustration has raised edges, so that the object in the photo can be discovered by touch, as well. But that's not all. The illustrations are also textured. The book "Counting", for example, has an illustration of "nine sticky worms" in it. The worms are actually sticky to the touch! An illustration of a zebra is soft and fuzzy to represent the animal's fur, etc.
These books are absolutely fantastic! The best thing about them is that they can be shared by blind or visually impaired and sighted readers!
Keep the comments clean! No banners, awards or invitations, please!
Visually Impaired - Color Blind
Using LomoChrome film to raise awareness of the visually impaired. RZ67 - turquoise
Another shot from the visually stunning production of 'The Magic Flute' by Komische Oper Berlin, which is part of the Edinburgh International Festival.
This is from a dress rehearsal, earlier this evening.The signers interacted with projected images to great effect. I loved photographing this.
If I've identified cast members correctly, this features Peter Renz as Monostatos and Maureen MacKay as Pamina.
Details of the show are here...but all performances are currently sold out...so returns are the only chance, it seems.
Our Silences is an itinerant sculpture created to make us reflect on the importance of free speech and self-censorship. It intends to incite an intimate dialogue with the spectator on one of the most fundamental human rights and, at the same time, to establish a symbolic interchange with the places where it is shown.
The ten monumental bronze busts with covered mouths and the so called “tactile box” for the blind and visually weak, are both designed to journey all over the world. Since 2009, the installation has been presented in Portugal, Spain, Belgium, Germany, Italy, the United Kingdom, Russia, Mexico and the United States in cities like San Diego and, very recently, in San Francisco, by the bay.
Rivelino’s appropriationist style —apparent in the way he freely uses typical antique sculptural forms in his proposal— clearly seeks to establish an immediate bond with the past and the memories of the spectator and, at the same time, a strong physical relationship between the work and the spectator Nevertheless, underlying all this is a profound reflection on liberty and its daily exercise.
The eleventh sculpture is an interactive cube (2m3) which allows spectators to perceive what cannot be perceived with the eye. Each side has two holes that incite the spectator to discover what is inside and what is found are four tiny sculptures that reproduce the ones outside. People can actually touch the sculptures by introducing their hands through the holes and experience tactile, thermic, and affective sensations.
The purpose of this huge steel cube is to attract all kinds of spectators, but especially young people, children, and those visually weak or blind. It is a unique sculpture because it offers, beyond our sense of sight, the opportunity of sharing in a simple way an extraordinary aesthetic experience. For all this, Our Silences is an inclusive, open, artistic and social project.
Rivelino, Member of the Young Mexican Sculpture, has developed an artistic proposal characterized by the research and construction of reliefs and also by being one of the most active artists in Mexico in the field of sculptural intervention on the public urban space.
For Rivelino, a relief is a surface which expresses itself through the aesthetics of the materials being used, a space that becomes a territory by being occupied with volumes and marks, and an object that claims to encapsulate stories. Materials for the sculptor are “a skin with inscriptions engraved of ancient rituals, beliefs and memories common to all mankind”.
His sculptures are characterized by a poetic which moves from the recognizable to the strange and mysterious. “Divided between anthropomorphic figures of hieratic expression and geometric omnipresent objects, his sculptures preserve the importance of the relief through added volumes or engravings carved on their surfaces.”
Rivelino’s interest in triggering a dialogue with collective memory has lead him to consider the urban space as an ideal encounter territory for imaginary pasts and presents, a place which embraces several memories.
His sculptures on streets, squares, iconic monuments or any other public space break with the identity and the history of those places “with themes that deal with social problems, ethics and human rights […] they alter the established aesthetic perception of spectators through a sculptural narrative that moves from the surreal to the real; from the possible to the impossible.”
An independent artist, Rivelino divides his activities between creation and social activism related to topics like economy and culture. In 2010 he participated at the Universal Expo in Shanghai with the relief “Natural Dialogues”. In 2011 he inaugurated the art gallery at the Secretaría de Economía in Mexico with the exhibition “Limits and Consequences”, and in 2012 he participated in the Economics World Forum in Davos, Switzerland, in the “Art and inequality” panel.
His artistic projects are always daring. His successful work Nuestros Silencios (“Our silences”) approaches the right to free speech and it has been exhibited in American and European cities since 2010. In 2012, he shattered the Mexican institutional artistic establishment with his work Raíces (“Roots”), a gigantic metaphor of Mexican identity. The work was a giant serpent which climbed and slithered amongst prehispanic, colonial, and modern buildings in downtown Mexico City.
In 2015 Rivelino participated in The Dual Year Mexico-United Kingdom festivities with his monumental sculpture You, a work that remained for five months on the iconic Trafalgar Square. During 2016 he participated on the project Obra en Obra (Work on Work) with a piece called ¿El ejército de quién? (Whose Army?), which consisted in more than ten thousand soldiers covered in gold leaf posing the question: Who do armies protect? At the beginning of 2017, the piece You was presented for the first time in Mexico, at the Macroplaza in Monterrey. Today, the piece is being exhibited at the Patio Mayor of the Instituto Cultural Cabañas in Guadalajara, Mexico.
San Francisco officially the City and County of San Francisco, is a commercial, financial, and cultural center in Northern California. With a population of 808,437 residents as of 2022, San Francisco is the fourth most populous city in the U.S. state of California. The city covers a land area of 46.9 square miles (121 square kilometers) at the end of the San Francisco Peninsula, making it the second-most densely populated large U.S. city after New York City and the fifth-most densely populated U.S. county, behind only four New York City boroughs. Among the 92 U.S. cities proper with over 250,000 residents, San Francisco was ranked first by per capita income and sixth by aggregate income as of 2022. Colloquial nicknames for San Francisco include Frisco, San Fran, The City, and SF (although Frisco and San Fran are generally not used by locals).
Prior to European settlement, the modern city proper was inhabited by the Yelamu, who spoke a language now referred to as Ramaytush Ohlone. On June 29, 1776, settlers from New Spain established the Presidio of San Francisco at the Golden Gate, and the Mission San Francisco de Asís a few miles away, both named for Francis of Assisi. The California Gold Rush of 1849 brought rapid growth, transforming an unimportant hamlet into a busy port, making it the largest city on the West Coast at the time; between 1870 and 1900, approximately one quarter of California's population resided in the city proper. In 1856, San Francisco became a consolidated city-county. After three-quarters of the city was destroyed by the 1906 earthquake and fire, it was quickly rebuilt, hosting the Panama-Pacific International Exposition nine years later. In World War II, it was a major port of embarkation for naval service members shipping out to the Pacific Theater. In 1945, the United Nations Charter was signed in San Francisco, establishing the United Nations and in 1951, the Treaty of San Francisco re-established peaceful relations between Japan and the Allied Powers. After the war, the confluence of returning servicemen, significant immigration, liberalizing attitudes, the rise of the beatnik and hippie countercultures, the sexual revolution, the peace movement growing from opposition to United States involvement in the Vietnam War, and other factors led to the Summer of Love and the gay rights movement, cementing San Francisco as a center of liberal activism in the United States.
San Francisco and the surrounding San Francisco Bay Area are a global center of economic activity and the arts and sciences, spurred by leading universities, high-tech, healthcare, finance, insurance, real estate, and professional services sectors. As of 2020, the metropolitan area, with 6.7 million residents, ranked 5th by GDP ($874 billion) and 2nd by GDP per capita ($131,082) across the OECD countries, ahead of global cities like Paris, London, and Singapore. San Francisco anchors the 13th most populous metropolitan statistical area in the United States with 4.6 million residents, and the fourth-largest by aggregate income and economic output, with a GDP of $729 billion in 2022. The wider San Jose–San Francisco–Oakland Combined Statistical Area is the fifth-most populous, with 9.0 million residents, and the third-largest by economic output, with a GDP of $1.32 trillion in 2022. In the same year, San Francisco proper had a GDP of $252.2 billion, and a GDP per capita of $312,000. San Francisco was ranked fifth in the world and second in the United States on the Global Financial Centres Index as of September 2023. Despite an ongoing post-COVID-19 pandemic exodus of over 30 retail businesses from the northeastern quadrant of San Francisco, including the downtown core, the city is still home to numerous companies inside and outside of technology, including Salesforce, Uber, Airbnb, X Corp., Levi's, Gap, Dropbox, and Lyft.
In 2022, San Francisco had more than 1.7 million international visitors - the fifth-most visited city from abroad in the United States after New York City, Miami, Orlando, and Los Angeles - and approximately 20 million domestic visitors for a total of 21.9 million visitors. The city is known for its steep rolling hills and eclectic mix of architecture across varied neighborhoods, as well as its cool summers, fog, and landmarks, including the Golden Gate Bridge, cable cars, and Alcatraz, along with the Chinatown and Mission districts. The city is home to a number of educational and cultural institutions, such as the University of California, San Francisco, the University of San Francisco, San Francisco State University, the San Francisco Conservatory of Music, the de Young Museum, the San Francisco Museum of Modern Art, the San Francisco Symphony, the San Francisco Ballet, the San Francisco Opera, the SFJAZZ Center, and the California Academy of Sciences. Two major league sports teams, the San Francisco Giants and the Golden State Warriors, play their home games within San Francisco proper. San Francisco's main international airport offers flights to over 125 destinations while a light rail and bus network, in tandem with the BART and Caltrain systems, connects nearly every part of San Francisco with the wider region.
California is a state in the Western United States, located along the Pacific Coast. With nearly 39.2 million residents across a total area of approximately 163,696 square miles (423,970 km2), it is the most populous U.S. state and the 3rd largest by area. It is also the most populated subnational entity in North America and the 34th most populous in the world. The Greater Los Angeles area and the San Francisco Bay Area are the nation's second and fifth most populous urban regions respectively, with the former having more than 18.7 million residents and the latter having over 9.6 million. Sacramento is the state's capital, while Los Angeles is the most populous city in the state and the second most populous city in the country. San Francisco is the second most densely populated major city in the country. Los Angeles County is the country's most populous, while San Bernardino County is the largest county by area in the country. California borders Oregon to the north, Nevada and Arizona to the east, the Mexican state of Baja California to the south; and has a coastline along the Pacific Ocean to the west.
The economy of the state of California is the largest in the United States, with a $3.4 trillion gross state product (GSP) as of 2022. It is the largest sub-national economy in the world. If California were a sovereign nation, it would rank as the world's fifth-largest economy as of 2022, behind Germany and ahead of India, as well as the 37th most populous. The Greater Los Angeles area and the San Francisco Bay Area are the nation's second- and third-largest urban economies ($1.0 trillion and $0.5 trillion respectively as of 2020). The San Francisco Bay Area Combined Statistical Area had the nation's highest gross domestic product per capita ($106,757) among large primary statistical areas in 2018, and is home to five of the world's ten largest companies by market capitalization and four of the world's ten richest people.
Prior to European colonization, California was one of the most culturally and linguistically diverse areas in pre-Columbian North America and contained the highest Native American population density north of what is now Mexico. European exploration in the 16th and 17th centuries led to the colonization of California by the Spanish Empire. In 1804, it was included in Alta California province within the Viceroyalty of New Spain. The area became a part of Mexico in 1821, following its successful war for independence, but was ceded to the United States in 1848 after the Mexican–American War. The California Gold Rush started in 1848 and led to dramatic social and demographic changes, including large-scale immigration into California, a worldwide economic boom, and the California genocide of indigenous people. The western portion of Alta California was then organized and admitted as the 31st state on September 9, 1850, following the Compromise of 1850.
Notable contributions to popular culture, for example in entertainment and sports, have their origins in California. The state also has made noteworthy contributions in the fields of communication, information, innovation, environmentalism, economics, and politics. It is the home of Hollywood, the oldest and one of the largest film industries in the world, which has had a profound influence upon global entertainment. It is considered the origin of the hippie counterculture, beach and car culture, and the personal computer, among other innovations. The San Francisco Bay Area and the Greater Los Angeles Area are widely seen as the centers of the global technology and film industries, respectively. California's economy is very diverse: 58% of it is based on finance, government, real estate services, technology, and professional, scientific, and technical business services. Although it accounts for only 1.5% of the state's economy, California's agriculture industry has the highest output of any U.S. state. California's ports and harbors handle about a third of all U.S. imports, most originating in Pacific Rim international trade.
The state's extremely diverse geography ranges from the Pacific Coast and metropolitan areas in the west to the Sierra Nevada mountains in the east, and from the redwood and Douglas fir forests in the northwest to the Mojave Desert in the southeast. The Central Valley, a major agricultural area, dominates the state's center. California is well known for its warm Mediterranean climate and monsoon seasonal weather. The large size of the state results in climates that vary from moist temperate rainforest in the north to arid desert in the interior, as well as snowy alpine in the mountains.
Settled by successive waves of arrivals during at least the last 13,000 years, California was one of the most culturally and linguistically diverse areas in pre-Columbian North America. Various estimates of the native population have ranged from 100,000 to 300,000. The indigenous peoples of California included more than 70 distinct ethnic groups, inhabiting environments from mountains and deserts to islands and redwood forests. These groups were also diverse in their political organization, with bands, tribes, villages, and on the resource-rich coasts, large chiefdoms, such as the Chumash, Pomo and Salinan. Trade, intermarriage and military alliances fostered social and economic relationships between many groups.
The first Europeans to explore the coast of California were the members of a Spanish maritime expedition led by Portuguese captain Juan Rodríguez Cabrillo in 1542. Cabrillo was commissioned by Antonio de Mendoza, the Viceroy of New Spain, to lead an expedition up the Pacific coast in search of trade opportunities; they entered San Diego Bay on September 28, 1542, and reached at least as far north as San Miguel Island. Privateer and explorer Francis Drake explored and claimed an undefined portion of the California coast in 1579, landing north of the future city of San Francisco. Sebastián Vizcaíno explored and mapped the coast of California in 1602 for New Spain, putting ashore in Monterey. Despite the on-the-ground explorations of California in the 16th century, Rodríguez's idea of California as an island persisted. Such depictions appeared on many European maps well into the 18th century.
The Portolá expedition of 1769-70 was a pivotal event in the Spanish colonization of California, resulting in the establishment of numerous missions, presidios, and pueblos. The military and civil contingent of the expedition was led by Gaspar de Portolá, who traveled over land from Sonora into California, while the religious component was headed by Junípero Serra, who came by sea from Baja California. In 1769, Portolá and Serra established Mission San Diego de Alcalá and the Presidio of San Diego, the first religious and military settlements founded by the Spanish in California. By the end of the expedition in 1770, they would establish the Presidio of Monterey and Mission San Carlos Borromeo de Carmelo on Monterey Bay.
After the Portolà expedition, Spanish missionaries led by Father-President Serra set out to establish 21 Spanish missions of California along El Camino Real ("The Royal Road") and along the Californian coast, 16 sites of which having been chosen during the Portolá expedition. Numerous major cities in California grew out of missions, including San Francisco (Mission San Francisco de Asís), San Diego (Mission San Diego de Alcalá), Ventura (Mission San Buenaventura), or Santa Barbara (Mission Santa Barbara), among others.
Juan Bautista de Anza led a similarly important expedition throughout California in 1775–76, which would extend deeper into the interior and north of California. The Anza expedition selected numerous sites for missions, presidios, and pueblos, which subsequently would be established by settlers. Gabriel Moraga, a member of the expedition, would also christen many of California's prominent rivers with their names in 1775–1776, such as the Sacramento River and the San Joaquin River. After the expedition, Gabriel's son, José Joaquín Moraga, would found the pueblo of San Jose in 1777, making it the first civilian-established city in California.
The Spanish founded Mission San Juan Capistrano in 1776, the third to be established of the Californian missions.
During this same period, sailors from the Russian Empire explored along the northern coast of California. In 1812, the Russian-American Company established a trading post and small fortification at Fort Ross on the North Coast. Fort Ross was primarily used to supply Russia's Alaskan colonies with food supplies. The settlement did not meet much success, failing to attract settlers or establish long term trade viability, and was abandoned by 1841.
During the War of Mexican Independence, Alta California was largely unaffected and uninvolved in the revolution, though many Californios supported independence from Spain, which many believed had neglected California and limited its development. Spain's trade monopoly on California had limited the trade prospects of Californians. Following Mexican independence, Californian ports were freely able to trade with foreign merchants. Governor Pablo Vicente de Solá presided over the transition from Spanish colonial rule to independent.
In 1821, the Mexican War of Independence gave the Mexican Empire (which included California) independence from Spain. For the next 25 years, Alta California remained a remote, sparsely populated, northwestern administrative district of the newly independent country of Mexico, which shortly after independence became a republic. The missions, which controlled most of the best land in the state, were secularized by 1834 and became the property of the Mexican government. The governor granted many square leagues of land to others with political influence. These huge ranchos or cattle ranches emerged as the dominant institutions of Mexican California. The ranchos developed under ownership by Californios (Hispanics native of California) who traded cowhides and tallow with Boston merchants. Beef did not become a commodity until the 1849 California Gold Rush.
From the 1820s, trappers and settlers from the United States and Canada began to arrive in Northern California. These new arrivals used the Siskiyou Trail, California Trail, Oregon Trail and Old Spanish Trail to cross the rugged mountains and harsh deserts in and surrounding California. The early government of the newly independent Mexico was highly unstable, and in a reflection of this, from 1831 onwards, California also experienced a series of armed disputes, both internal and with the central Mexican government. During this tumultuous political period Juan Bautista Alvarado was able to secure the governorship during 1836–1842. The military action which first brought Alvarado to power had momentarily declared California to be an independent state, and had been aided by Anglo-American residents of California, including Isaac Graham. In 1840, one hundred of those residents who did not have passports were arrested, leading to the Graham Affair, which was resolved in part with the intercession of Royal Navy officials.
One of the largest ranchers in California was John Marsh. After failing to obtain justice against squatters on his land from the Mexican courts, he determined that California should become part of the United States. Marsh conducted a letter-writing campaign espousing the California climate, the soil, and other reasons to settle there, as well as the best route to follow, which became known as "Marsh's route". His letters were read, reread, passed around, and printed in newspapers throughout the country, and started the first wagon trains rolling to California. He invited immigrants to stay on his ranch until they could get settled, and assisted in their obtaining passports.
After ushering in the period of organized emigration to California, Marsh became involved in a military battle between the much-hated Mexican general, Manuel Micheltorena and the California governor he had replaced, Juan Bautista Alvarado. The armies of each met at the Battle of Providencia near Los Angeles. Marsh had been forced against his will to join Micheltorena's army. Ignoring his superiors, during the battle, he signaled the other side for a parley. There were many settlers from the United States fighting on both sides. He convinced these men that they had no reason to be fighting each other. As a result of Marsh's actions, they abandoned the fight, Micheltorena was defeated, and California-born Pio Pico was returned to the governorship. This paved the way to California's ultimate acquisition by the United States.
In 1846, a group of American settlers in and around Sonoma rebelled against Mexican rule during the Bear Flag Revolt. Afterward, rebels raised the Bear Flag (featuring a bear, a star, a red stripe and the words "California Republic") at Sonoma. The Republic's only president was William B. Ide,[65] who played a pivotal role during the Bear Flag Revolt. This revolt by American settlers served as a prelude to the later American military invasion of California and was closely coordinated with nearby American military commanders.
The California Republic was short-lived; the same year marked the outbreak of the Mexican–American War (1846–48).
Commodore John D. Sloat of the United States Navy sailed into Monterey Bay in 1846 and began the U.S. military invasion of California, with Northern California capitulating in less than a month to the United States forces. In Southern California, Californios continued to resist American forces. Notable military engagements of the conquest include the Battle of San Pasqual and the Battle of Dominguez Rancho in Southern California, as well as the Battle of Olómpali and the Battle of Santa Clara in Northern California. After a series of defensive battles in the south, the Treaty of Cahuenga was signed by the Californios on January 13, 1847, securing a censure and establishing de facto American control in California.
Following the Treaty of Guadalupe Hidalgo (February 2, 1848) that ended the war, the westernmost portion of the annexed Mexican territory of Alta California soon became the American state of California, and the remainder of the old territory was then subdivided into the new American Territories of Arizona, Nevada, Colorado and Utah. The even more lightly populated and arid lower region of old Baja California remained as a part of Mexico. In 1846, the total settler population of the western part of the old Alta California had been estimated to be no more than 8,000, plus about 100,000 Native Americans, down from about 300,000 before Hispanic settlement in 1769.
In 1848, only one week before the official American annexation of the area, gold was discovered in California, this being an event which was to forever alter both the state's demographics and its finances. Soon afterward, a massive influx of immigration into the area resulted, as prospectors and miners arrived by the thousands. The population burgeoned with United States citizens, Europeans, Chinese and other immigrants during the great California Gold Rush. By the time of California's application for statehood in 1850, the settler population of California had multiplied to 100,000. By 1854, more than 300,000 settlers had come. Between 1847 and 1870, the population of San Francisco increased from 500 to 150,000.
The seat of government for California under Spanish and later Mexican rule had been located in Monterey from 1777 until 1845. Pio Pico, the last Mexican governor of Alta California, had briefly moved the capital to Los Angeles in 1845. The United States consulate had also been located in Monterey, under consul Thomas O. Larkin.
In 1849, a state Constitutional Convention was first held in Monterey. Among the first tasks of the convention was a decision on a location for the new state capital. The first full legislative sessions were held in San Jose (1850–1851). Subsequent locations included Vallejo (1852–1853), and nearby Benicia (1853–1854); these locations eventually proved to be inadequate as well. The capital has been located in Sacramento since 1854 with only a short break in 1862 when legislative sessions were held in San Francisco due to flooding in Sacramento. Once the state's Constitutional Convention had finalized its state constitution, it applied to the U.S. Congress for admission to statehood. On September 9, 1850, as part of the Compromise of 1850, California became a free state and September 9 a state holiday.
During the American Civil War (1861–1865), California sent gold shipments eastward to Washington in support of the Union. However, due to the existence of a large contingent of pro-South sympathizers within the state, the state was not able to muster any full military regiments to send eastwards to officially serve in the Union war effort. Still, several smaller military units within the Union army were unofficially associated with the state of California, such as the "California 100 Company", due to a majority of their members being from California.
At the time of California's admission into the Union, travel between California and the rest of the continental United States had been a time-consuming and dangerous feat. Nineteen years later, and seven years after it was greenlighted by President Lincoln, the First transcontinental railroad was completed in 1869. California was then reachable from the eastern States in a week's time.
Much of the state was extremely well suited to fruit cultivation and agriculture in general. Vast expanses of wheat, other cereal crops, vegetable crops, cotton, and nut and fruit trees were grown (including oranges in Southern California), and the foundation was laid for the state's prodigious agricultural production in the Central Valley and elsewhere.
In the nineteenth century, a large number of migrants from China traveled to the state as part of the Gold Rush or to seek work. Even though the Chinese proved indispensable in building the transcontinental railroad from California to Utah, perceived job competition with the Chinese led to anti-Chinese riots in the state, and eventually the US ended migration from China partially as a response to pressure from California with the 1882 Chinese Exclusion Act.
Under earlier Spanish and Mexican rule, California's original native population had precipitously declined, above all, from Eurasian diseases to which the indigenous people of California had not yet developed a natural immunity. Under its new American administration, California's harsh governmental policies towards its own indigenous people did not improve. As in other American states, many of the native inhabitants were soon forcibly removed from their lands by incoming American settlers such as miners, ranchers, and farmers. Although California had entered the American union as a free state, the "loitering or orphaned Indians" were de facto enslaved by their new Anglo-American masters under the 1853 Act for the Government and Protection of Indians. There were also massacres in which hundreds of indigenous people were killed.
Between 1850 and 1860, the California state government paid around 1.5 million dollars (some 250,000 of which was reimbursed by the federal government) to hire militias whose purpose was to protect settlers from the indigenous populations. In later decades, the native population was placed in reservations and rancherias, which were often small and isolated and without enough natural resources or funding from the government to sustain the populations living on them. As a result, the rise of California was a calamity for the native inhabitants. Several scholars and Native American activists, including Benjamin Madley and Ed Castillo, have described the actions of the California government as a genocide.
In the twentieth century, thousands of Japanese people migrated to the US and California specifically to attempt to purchase and own land in the state. However, the state in 1913 passed the Alien Land Act, excluding Asian immigrants from owning land. During World War II, Japanese Americans in California were interned in concentration camps such as at Tule Lake and Manzanar. In 2020, California officially apologized for this internment.
Migration to California accelerated during the early 20th century with the completion of major transcontinental highways like the Lincoln Highway and Route 66. In the period from 1900 to 1965, the population grew from fewer than one million to the greatest in the Union. In 1940, the Census Bureau reported California's population as 6.0% Hispanic, 2.4% Asian, and 89.5% non-Hispanic white.
To meet the population's needs, major engineering feats like the California and Los Angeles Aqueducts; the Oroville and Shasta Dams; and the Bay and Golden Gate Bridges were built across the state. The state government also adopted the California Master Plan for Higher Education in 1960 to develop a highly efficient system of public education.
Meanwhile, attracted to the mild Mediterranean climate, cheap land, and the state's wide variety of geography, filmmakers established the studio system in Hollywood in the 1920s. California manufactured 8.7 percent of total United States military armaments produced during World War II, ranking third (behind New York and Michigan) among the 48 states. California however easily ranked first in production of military ships during the war (transport, cargo, [merchant ships] such as Liberty ships, Victory ships, and warships) at drydock facilities in San Diego, Los Angeles, and the San Francisco Bay Area. After World War II, California's economy greatly expanded due to strong aerospace and defense industries, whose size decreased following the end of the Cold War. Stanford University and its Dean of Engineering Frederick Terman began encouraging faculty and graduates to stay in California instead of leaving the state, and develop a high-tech region in the area now known as Silicon Valley. As a result of these efforts, California is regarded as a world center of the entertainment and music industries, of technology, engineering, and the aerospace industry, and as the United States center of agricultural production. Just before the Dot Com Bust, California had the fifth-largest economy in the world among nations.
In the mid and late twentieth century, a number of race-related incidents occurred in the state. Tensions between police and African Americans, combined with unemployment and poverty in inner cities, led to violent riots, such as the 1965 Watts riots and 1992 Rodney King riots. California was also the hub of the Black Panther Party, a group known for arming African Americans to defend against racial injustice and for organizing free breakfast programs for schoolchildren. Additionally, Mexican, Filipino, and other migrant farm workers rallied in the state around Cesar Chavez for better pay in the 1960s and 1970s.
During the 20th century, two great disasters happened in California. The 1906 San Francisco earthquake and 1928 St. Francis Dam flood remain the deadliest in U.S. history.
Although air pollution problems have been reduced, health problems associated with pollution have continued. The brown haze known as "smog" has been substantially abated after the passage of federal and state restrictions on automobile exhaust.
An energy crisis in 2001 led to rolling blackouts, soaring power rates, and the importation of electricity from neighboring states. Southern California Edison and Pacific Gas and Electric Company came under heavy criticism.
Housing prices in urban areas continued to increase; a modest home which in the 1960s cost $25,000 would cost half a million dollars or more in urban areas by 2005. More people commuted longer hours to afford a home in more rural areas while earning larger salaries in the urban areas. Speculators bought houses they never intended to live in, expecting to make a huge profit in a matter of months, then rolling it over by buying more properties. Mortgage companies were compliant, as everyone assumed the prices would keep rising. The bubble burst in 2007–8 as housing prices began to crash and the boom years ended. Hundreds of billions in property values vanished and foreclosures soared as many financial institutions and investors were badly hurt.
In the twenty-first century, droughts and frequent wildfires attributed to climate change have occurred in the state. From 2011 to 2017, a persistent drought was the worst in its recorded history. The 2018 wildfire season was the state's deadliest and most destructive, most notably Camp Fire.
Although air pollution problems have been reduced, health problems associated with pollution have continued. The brown haze that is known as "smog" has been substantially abated thanks to federal and state restrictions on automobile exhaust.
One of the first confirmed COVID-19 cases in the United States that occurred in California was first of which was confirmed on January 26, 2020. Meaning, all of the early confirmed cases were persons who had recently travelled to China in Asia, as testing was restricted to this group. On this January 29, 2020, as disease containment protocols were still being developed, the U.S. Department of State evacuated 195 persons from Wuhan, China aboard a chartered flight to March Air Reserve Base in Riverside County, and in this process, it may have granted and conferred to escalated within the land and the US at cosmic. On February 5, 2020, the U.S. evacuated 345 more citizens from Hubei Province to two military bases in California, Travis Air Force Base in Solano County and Marine Corps Air Station Miramar, San Diego, where they were quarantined for 14 days. A state of emergency was largely declared in this state of the nation on March 4, 2020, and as of February 24, 2021, remains in effect. A mandatory statewide stay-at-home order was issued on March 19, 2020, due to increase, which was ended on January 25, 2021, allowing citizens to return to normal life. On April 6, 2021, the state announced plans to fully reopen the economy by June 15, 2021.
As a way to visually mark the Jubilee of Mercy throughout the year, here are the spiritual and corporal works of mercy:
To feed the hungry;
To give drink to the thirsty;
To clothe the naked;
To harbour the harbourless;
To visit the sick;
To ransom the captive;
To bury the dead.
The spiritual works of mercy are:
To instruct the ignorant;
To counsel the doubtful;
To admonish sinners;
To bear wrongs patiently;
To forgive offences willingly;
To comfort the afflicted;
To pray for the living and the dead.
More information at jubileemercy.org